.
/
Book No.
V.No.
New Sulzer
Diesel
New Sulzer Diesel AG
Winterthur, Schweiz
Maintenance Manual
for Sulzer - Diesel Engines
RTA76
Installation I Vessel:
Type:
Engine No.:
Mailing address: New Sulzer Diesel AG PO Box CH-8401 Winterthur Switzerland
Telephone Telex Telefax
© 1990 New Sulzer Diesel Ltd. Switzerland - Printed in Switzerland
052 262 49 22 896 06070 sz ch 052 2249 17
000 For particular Attention
This manual is put at the disposal of the recipient solely for use in connection with corresponding DIESEL
ENGINES.
It has always to be treated as confidential.
The intellectual property regarding any and all of the contents of this manual, particularly the copyright, remains with NEW SULZER DIESEL LIMITED, WINTERTHUR, SWITZERLAND. This document and parts thereof must not be reproduced or copied without their written permission, and the contents thereof must not be imparted to a third party nor be used for any unauthorized purpose. Before the operator attempts to use the engine or before maintenance work will be undertaken, the respec tive manual is to be read carefully. To ensure the best efficiency, reliability and lifetime of the engine and its components, only original spare
parts should be used.
It is to be ensured as well that all equipment and tools for maintenance are in good condition.
",---,.
The extent of any supplies and services is determined exclusively by the relevant supply contract. The particulars. data. presentations etc.in this manual correspond to the situation existing at the time of going to press and they are based on drawings made by NEW SULZER DIESEL. It must be recognized that such particulars. data. presentations etc. may be subject to later modifications due to further develop ments. experience or any other reason. This manual is primarily intended for use by the engine operating and maintenance personnel. It is as sumed that it will a~ways be at the disposal of such personnel for the operation of the engines and/or for the required maintenance work. This manual has been prepared on the assumption that operation and maintenance of the engines con cerned will always be carried out by personnel having the special knowledge and skill needed to handle in a workman-like manner diesel engines of the corresponding size. the pertaining auxiliary equipment. as well as fuel and other operating media. Therefore. generally applicable rules. which may also concern such items as protection against danger. are specified in this manual in exceptional cases only. It is generally assumed that the operating and mainte nance personnel are familiar with the rules concerned.
This manual has been prepared to the best knowledge and ability of its authors. How ever, neither NEW SULZER DIESEL nor their employees assume any liability under any legal theory whatever including negligence for claims for any damages whatsoever or claims of any other nature such as regarding additional supplies or services or other demands, with regard to this manual and its contents or to any modification thereto or in connection with any use thereof. NEW SULZER DIESEL LIMITED WINTERTHUR SWITZERLAND
New
Sui... Diesel
10.91
Informat
on
The engine can be equipped with "long" or "short" piston rods. With the long version, the rod of the piston is led through the crosshead from above and secured at the bottom with a sui tabl e nut. In the case of short piston rods, connection is effected by means of a strong bolt, which is inserted at the bottom so that it passes through the crosshead and into the piston rod. To rule of the possibility of mistakes, the data relevant to engines equipped with short piston rods are printed on green coloured paper. Customers are requested to remove the pages of the manual that do not apply to their particular engines.
"Long D piston rod
."Short" pi ston rod
!
,
'---" '
Pi ston rod nut
Pi ston rod bolt
SULZER
RT
PRE F ACE
Group:
001
Sheet:
1
Pre f ace The aim of the "M a i n ten a n c e Man u a 1" is to help to ensure
that the maintenance which has to be carried out at specific intervals is done
correct1 y.
It is assumed that the staff charged with such work posses the necessary know
how.
Information covering engine operation as well as the description of the func
tioning of specific systems is contained in a separate book "Description and
Operating Instructions".
The "Maintenance Manual" is divided into the following main chapters: • General Guide Lines for Maintenance • Maintenance Schedule • Tables of Weights, Clearances and Values for Bolted Connections • Work Sheets • Too1s List
The following are a few explanations to the above items:
The "General Guide Lines for Maintenance" contain - in addition to indications
regarding precautionary measures to be taken - recommendations on how to carry
out the work.
In the "Maintenance Schedule" the intervals are specified at which the various
maintenance operations are to be carried out.
The "Tables of Weights. Clearances and Tightening Values for Bolted Connections" deal with weights of individual engine components, normal and maximum permissible clearances as well as the proper tightening of certain important bolted connections. The "standard clearances" mentioned in the Table of Clearances 012/1 &f correspond to those partly resulting from manufacturing tolerances or those adjusted on the ~ engine. The maximum clearances or max./min. dimensions stated are those values which may result from wear after a prolonged period of operation and which are neither to be exceeded nor gone blow. In parts where the clearance can be corrected by a change in the thickness of shims, discs, distance pieces etc. the original standard clearan ce should always be aimed at, and adjusted. Wherever this is not possible, the worn parts must be replaced or reconditioned by building up (chrome plating, welding build-up or metal spray. Should during an overhaul, clearances or dimensions be found close to the permissible limits, it has to be left to the engineer in charge of the engine to decide whether or not the parts have to be replaced. This depends for example on the time of opera tion until the next overhaul and on the wear to be expected from experience made over a certain time span. Detailed instructions are given in the "Work Sheets" on the procedure of maintenance work on certain engine parts. The tools and devices are specified in the "Tools List" which are needed for mainte nance work and which are normally supplied with the engine. All the information contained in the text and the illustrations of this book are
valid at the time of going to press.
Modifications will be incorporated in the next edition.
SULZER
RT
TABLE OF CONTENTS
Group:
002
for Maintenance Manual
Sheet:
1
FOR PARTICULAR ATTENTION
000
PREFACE
001 002 004 008
Table of contents for Maintenance Manual Engine cross- and longitudinal section Numbering of bearings and cylinders as well as definition of engine sides GE~ERAL
GUIDE LINES FOR MAINTENANCE
011
Precautionary measures for maintenance work Recommendations for carrying out the work TABLE OF CLEARANCES -
Crankshaft and thrust bearings Crosshead guides Cylinder liners Piston rod glands Crosshead- and crank pin bearings Crosshead lubrication Working piston and piston rings Piston telescopic pipe glands Gear wheels for camshaft drive and PTO gearbox PTO gearbox Camshaft and reversing servomotor Ancillary gear drives Ancillary and starting air distributor drive Intermediate shaft for ancillary gear drives Roller guides for fuel injection and actuating pumps Drive for cylinder lubricators Overspeed, pick-up and remote tachometer transmitter Balancer drive elements (2nd order 4 to 6 cyl. engines) Balancer drive elements (1st and 2nd order, 4 cyl. engines)
012/1 012/2 (2a RTA58) 012/3 012/4 012/5 012/6 012/7 012/8 012/9 012/9a 012/10 012/11 012/11a 012/11b 012/12 012/13 012/14 012/15 012/15a (RT68, RT76)
lNFORMATION ON THE TIGHTENING OF IMPORTANT SCREWED CONNECTIONS
013
MASSES OF INDIVIDUAL COMPONENTS (per unit in kg)
014
DIMENSIONS AND MATERIAL SPECIFICATIONS OF THE RUBBER RINGS
015
MAINTENANCE SCHEDULE (Table of intervals)
021
WORK SHEETS Checking the lubricating oil by the spot test method Taking of oil sampl es for 1aboratory anal ysi s
042/1 042/2
Bedplate
- Checking the foundation bolts
11 0/1
- Loosening and tightening the bearing thrust bolts - Removal and fitting of a bearing cover and an upper beari ng shell - Removal and fitting of the bearing cover and stopper bridge in the thrust bearing assembly - Removal and fitting of a lower main bearing shell
117/2 117/3
Main bearings
I R
117/4 117/5
1
Q
h
RT
002/1a
Thrust bearing
- Checking the axial clearance - Removal and fitHing of thrust bearing pads
Tie rods
- Checking the pre-tension and tensioning the tie rods
190/1
Cyl inder jacket
- Transporting acyl inder 1iner with fi Hed cylinder jacket - Removal and fitting of the water guide ring
211 /1 211 /2
Cylinder liner
- Measuring bore wear - Removal and fitting - Removal of wear ridge, rectifying 1ubricating grooves and edges of scavenge ports
214/1 214/2 214/4
Lubricating quills
- Function check
215/1
Piston rod gland
- Removal and fitting and measurement of wear
231/1
Cylinder
-
Removal and fitting Hydraulic loosening and tensioning of cylinder head studs Mechanical loosening and tensioning of cylinder head studs Manual rectifying the seal ing face for the fuel injector in the cylinder head
270/1 270/2 270/3
Checking, dismantling, assembling and setting Cleaning and overhauling injector nozzle Lapping of injector body sealing face Checking a circulating valves Cleaning and checking
272/1 272/2 272/3 272/4 273/1
head
Fuel injector valve Starting valve -
I
120/1 120/2
270/4
Relief valve
- Dismantling, assembling and checking
274/1
Exhaust valve
Removing and fitting the exhaust valves in the cylinder head - Dismantling and assembling - EKchanging and grinding the valve seat - Grinding the seat face on the valve spindle
275/1 275/2 275/3 275/4
Crankshaft
- Measuring the crank deflection
310/1
Torsional vibration damper (on crank shaft and camshaft)
- Taking a silicon fluid sample
313/2
Axial damper
-,Dismantling and assembling
314/1
Turning gear
- Oil change and checking worm gear wheels
320/1
Cftnneeting rod and Cllnnlllcting rod bearings
Checking running clearances - Loosening and tensioning connecting rod bolts Separating the crank pin bearing body from the connecting rod shank Inspecting the crank pin bearings - Inspecting and if necessary replacing crosshead bearing shell s - Removing and fitting a connecting rod
330/1 330/2
P
330/3 330/4 330/5 330/6
~
r---/'
VVC./~U
Crosshead
Working piston
Piston rings
- Checking the clearances
332 i 1
_ Removing and fitting a crosshead with working piston removed
337/3
- Removing a working piston - Fi tting a working pi ston _ Loosening and tightening the piston rod nut (resp. bolt) wi th a sped al spanner - Checking the piston top surface - Dismantling and assembling _ Pressure testing cooling space (leak tightness test) Exchanging pi ston cool ing tel escopic pipes
340/1 340/2
Checking piston ring wear
)
34212
Piston cooling
- Checking the stand pipes Maintenance of glands for the telescopic pipes
360/1 362/1
Camshaft drive gear
- Checking of running clearances, backlashes and condition of teeth _ Removing and fitting the intermediate gear wheel - Replacing the split gear wheel on the crankshaft
410/1 410/2 410/3
Cam sha ft
- Removing and fitting a camshaft section Dismantling and assembling of hydraulically fitted components - Removing the fuel injection and the actuator cam - Pressing on the fuel injection cam - Pressing on the actuator cam - Adjusting the fuel- and the actuator cam - Removing and Fitting the flange coupling - Removi ng and Fitting the camshaft coupling - Removing and fitting the gear wheel on the camshaft
420/2 421/0 421/1 42l/lb 42l/lc 42l/ld 42l/le 42l/lf 42l1lg 421/1 h 421/4
Starting control air - Removing and fitting the pilot valves
di stri butor
'--"
34J/3 340/4 340/5 340/6 342/1
430/1
Starting air shut off valve
- Cleaning and function checking
432/1
Running direction safeguard
- Inspecting and function checking
453/1
Shut-down servomo tor
- Oismantling and assembling
455/1
WOODWARD governor Safety cut-out device
Installing, removing and maintenance - Mai ntenance, fundi on check
510/1 530/1
RT
aD2/lc - Adjusting and checking the timing - Lapping the sealing faces of the covers of the suction, delivery and spill valves - Checking and setting the relief valve - Checking and setting the static pressure regulating val ve - Tighten of nipple for plunger bush
551/1 551/2
Maintenance of valve groups and cleaning the scavenge air receiver - Maintenance of water separator elements
640/1 640/2
Auxil i ary blower
- Mai ntenance
654/1
Scavenge air cooler
Cleaning (airsideJ with engine at stand still - Cleaning (water side) with engine at stand still - Removing and fitting the cooler stack
650/1 660/2 660/3
Cylinder lubricators
- Cleaning
721/1
Driving shaft to the flow control valve of the cylinder lubrication
- Dismantling and assembling
722/1
p. l.O.-Gearbox
- Checki ng the too th profi 1e and tooth backl ash, re aligning the gearbox housing, checking the running performance - Removing and fitting gearbox components as well as the intermediate gear wheel. - Gei slinger coup1 ing, external check for oil 1eaks and constant venting
740/1
Fuel injection
pu~ps
Scavenge air receiver
551/3 551/4
~
551/5
'-..../
Efficiency-Booster
- Removing and fitting the hydraulic coupling as well as the flexible packet coupling. Checking the oil level of the hydro coupling and the alignment of the power turbine. - Funcion checking and maintenance of the shut-off flap and the corner valve
Balancer
740/3 750/i
750/2
- Fitting, Removing, Tensioning the Roller Chain 710/1 - Fitting, Removing the Flexible Coupling and a Camshaft 770/1e and 1f (2nd order section resp. lf and 1g(l st+2nd order)
Exhaust pi pe Hydraulic ~i~e to valve drive
740/2
Adjusting the Belleville washer spring packs on the exhaust pipe mounts .~hau.t
811 /1
- Overhauling the pipe seal faces
846-1
TOOLS
- Explanation
940
Hydr. Jacks and pumps
- Arrangement and application
940/0 & Oa
Hydr. pre-tensioning jack s
- Storage, care and spares stock - General application instructions
940/0b &Dc 940/Dd-Oh(Oi, RT84)
Tools list
- Standard tool s - Recommended tools - Tools obtainable on loan
940/1;41 940/48;51 960/60
12.89
CJ04/1
RTA 76
RTA 76 846/1
811/1
660/1+3
36211--_-+t+-~~~..,j:~ 551 /1+5--_.. .,..":;~
1,20/2~t"--~1L",...;:::j~ , 1,21/1 +I, ~~--..JL~:t;;I
231/1 'C
3g)/I----~~LII-_~~~~
110/1
10.86
001,/2
27~/1
RTA76
211/2------~-iYtr-Ttr~1t1111:tI+==t==\:+t; 3'0/~2~'~5.8
211/1-------:=;tl11~
721/1 J30/2 330/5
1H~.~770/1
3'0/3
7'0/1--_~+:...-..
~10/2i:~-~.~";1;f~.~~;Frn ~,
""-
, 'It il
t ,
t
1 332/1+2
'
~,:~
+t: . . --::.~~W
~~I,
"0/3
330/1f'
330/6
117/3
117/~
117/5
120/1
190/1
120/2
310/1
330/2 330/3 9 -1O'Z 198.411
5.87
RT
Gruppe Group
Numerierung von Lagern und Zylindern sowie Bezeichnung der Motorseiten
SULZER
Numberings of bearings and cyl inders and nomination of engine sides
Blatt Sheet
Antriebseite
1
Freies Ende
Driving end
Free end Zylinder Numerierung
Drucklager
Thrust bearing
~008
~~~~Numbering of cylinders
®
(j)
Schubstangen Numerierung
Numbering of connection rods
r-+-t--...
Kurbelwellen lager Numerierung
Numbering of main bearings
3 - 107156. 218
Rechtsmotor
Linksmotor
Left-hand engine
Right-hand engine
Brenns.toff pumpenseite
Fuel pump. side
Exhaust side
Exhaust side linksdreh(~l1d
counter-clockwise rechtsdrehend
clockwise Ansicht von Antriebseite
View from driving end
L.B.
2.8~
Table of Contents
Maintenance Instructions
Clearance Tables
Tightening Values for Bolt Connection.s
Weights
Maintenance Schedule
WorkSheets
ToolUsts
SULZER
RT
GENERAL GUIDE LINES FOR MAINTENANCE
Group:
011
Sheet:
1
The maintenance work to be carried out on the engine at specific intervals is described in the "Main tenance Schedule ll of this book and is to be understood as a ~ Experience will show whether the intervals may be extended or have to be shortened as mode and condi ti ons of operati on, qual i ty of fuel and 1ubri ca ti ng oil used, as well as many other factors i nfl uence the condition of the engine to a great degree. Precautionary Measures for Maintenance Work Prior to carrying out any maintenance work on the engine (especially on the running gear), the
following precautions have to be taken:
• Close the automatic shut-off valve for starting air as well as the shut-off valves on the starting air receivers • '-/
• Close all the shut-off valves in the control air pressure-reducing unit and the drain cocks in the two air receivers arranged above it • • Open the drain valves placed in the pipes before and after the automatic starting air shut-off
valve and leave in this position until maintenance work is co~pleted•
• Open all indicator cocks on the cylinder heads and leave in this position until maintenance work is comp1eted • • Engage turning gear (gear pinion must be in engaged position) and lock the lever • • Where the engine has been stopped due to overheated running gear or bearings, wait at 1east 10 mi nutes before opening the crankcase doors • • The crankcase doors must always be locked with all the closing dogs whenever the engine is running even if this is only for a short time in order to make temperature checks leg. after changing bear ings during an overhaul, etc.) • • In the case of a fire in the engine having been extinguished by means of C02, the spaces effected
must be well ventilated before work can be carried out within them. Recommendations for carrying out the work - Prior to turning the crankshaft with the turning gear, make sure that nobody is inside the engine and that no loose parts,tools or devices can get jammed. Also ensure that the coupled propeller turns too (danger in surroundings). - When carrying out maintenance work, use the tools and devices intended for the work in question which, as a rule, are supplied with the engine (see "Tools List ll at the end of this book). - Tools and devices should be ready prior to use and be in perfect condition. - Hydraulic tools are to be checked from time to time for tightness and faultless functioning (see also sheet 940/0a). - All work must be carried out with the necessary care, observing utmost cleanliness. - During maintenance, openings of pipes, open oil bores, etc. must be temperarily closed to avoid the entry of any dirt. - All parts overhauled during the course of maintenance have to be checked for perfect functioning prior to starting the engine. Pipes which were removed have to be checked for tightness after re fitting.
Ollila
RT
Clearances of moving parts ~us! be cl,ecked periodically. Should the maxi~u'll perrr-issit,ll " J;'Jes (see clearance tabl es) have beer reache~ or have even beer, exceeded, these parts n us ~ :12 re~,l a ced by either new or renovated snes, except where the clearance car be readjusted by re~ova1 of sh i ms. - Parts taken from the spares stock are to be replaced. When ordering new parts only the code numbers of the code book must be used and engine number, type of engine and name of installation must be mentioned. - When tightening studs, nuts or bolts, the utmost care must be taken not to damage their threads and that they can be screwed in by hand until metal-to-metal contact is obtained. The specified lubricants are to be used. - Where tightening values are stated, these must be strictly adhered to (see table "tightening values for bolted connections 013). - Locking devices of bolts, nuts, etc. must be fitted correctly and secured properly. _ Used rubber rings must always be replaced by new ones when an overhaul of any engine component ta kes place; they lust conform in dimension and quality to the specifications in the list group 015. The fitting of piston seal rings and rod seal rings requires the greatest of care to prevent slid ing rings being damaged, overexpanded or distorted. RECOMMENDATION: Before fitting the sliding ring of a piston seal ring heat it first in boiling water.
-.J
Table of Contents
Maintenance Instructions
Clearance Tables
Tightening Values for Bolt Connectior]s
Weights
Maintenance Schedule
WorkSheets
ToolUsts
SULZER
Spiele
RT76
Gearances
Kurbetwellen - und Drucklager
Gruppe: Group :
Crankshaft- and Thrust Bearings
Blatt Sheet
012 1
Kurbellllellenlager CRANKSHAFT BEARING
u
d
0
/
Differenz aj - a2 = max. 0,1 mm bei gespannten Bruckbolzen Difference al - a2 = max. 0,1 mm with thrust bolts tensioned v. 4 - 107. 197.046
d
Drucklager THRUST BEARING
o
o
2'-101.198 :812
f
f
'1 Nennmass
Spiel neu
Nominal dimension
Clearance nelll
maximum durch Abnutzung due to lIIear
Spiel neu
Nominal dimension
Clearance nelll
maximum durch Abnutzung due.to lIIear
o
b = 790 B = 790 +0,58 +0,48
Nennmass
f = 100_ 0 03
0,68 c = 0,48
0,8
2,5
e = 20 ~
d = 375
dl + d2 = 15
g = 225 1983
C"p,'ele
SULZER
RT76
J.
KreuzkopffiJhrung
GruPp~:012
CROSSHEAD GUIDANCE
Group : Blatt
1--====----+---------------1 rJ LLearanCes
Sh~~t
2
Brennstoffpumpenseite FUEL PUMP SIDE
.....
o
.
2- 107. 198.414
* Wenn die Gleitschuhe auf der Brennstoffpumpenseite anliegen, muss die Ko'ibenstangenachse zur Zylinderachse
um das halbe Spiel 'bl' gegen die Brennstoffpumpenseite verschoben sein, * WHEN THE GUIDE SHOES LIE AGAINST THE FUEL PUMP SIDE, THE PISTON ROD AXIS MUST BE DISPLACED BY HALF THE
CLEARANCE 'bl' TO THE FUEL PUMP SIDE RELAT IVE TO THE CYLINDER AXIS.
** Das Spiel 'bl' gilt nur fur kalten Motor ohne angezogene Zuganker und Druckbolzen.
Durch das Anziehen von Zuganker und Druckbo1zen vergrossert sich das Spiel im Bereich des U.T.P. Diese Spielveranderungen bleiben fur das Betriebsverhalten des Motors ohne Bedeutung. ** THE CLEARANCE 'b l ' IS ONLY VALID FOR COLD ENGINE ON WHICH THE TIE RODS AND JACK BOLTS ARE NOT TIGHTENED.
TIGHTENING OF THE TIE RODS AND JACK BOLTS INCREASES THE CLEARANCE MAINLY IN THE REGION OF B.D.C. THE FLUCTUAT ION OF TH IS CLEARANCE DOES NOT AFFECT THE DPERAT ION OF THE ENG INE.
Nennmass
Spiel neu
Nominal dimension Clearance new
maximum durch Abnutzung due to wear
-0,2
Spi e1 neu
Nominal dimension
Clearance new 0,5 **
B = 924
a = 370
A = 370
Nennmass
0,09
°03
0,15
b] =
cl
=
c2 =
°,
2
0,15 .. 0,25 15 .. 25
° °
maximum durch Abnutzung due to wear 0,6
0,4
°4
b =924_ 0,25
5.84
S .,
SULZER
~
J----_===p=l=e=e_---I-_zy_It_"nd_e_re_in_s_a_tz
RT76
rJ
LLearanCes
Gruppe: Group :
B/att
Cylinder Liner
012
3
Sheet
A
-
I I
'/ I
1- 107. 197. 095
NennnTlss
Spiel neu
Nominal dimension
Clearance nelll 1, 1 al + a2 = 0,7
A = 1094,5
B = 1100,5
C = 760
maximum durch AbniHzung due to wear
Nennmass
Spiel neu
Nominal dimension
Clearance new f 0,6 f l + 2 = 0,2
F = 1020
b b 1, 1 1+ 2=07 ,
max.¢ = 765,3
G = 945
1,3 gl + g2 = 0,9
H = 935
h 0,8 hI + 2 = 0.5
maximum durch Abniltzung due..:to wear
E = 1030 5.84
Spiele
SULZER
RT76
012
Kolbenstangen - StopfbiJchse
Clearances
4
Piston Rod Gland Box
c
~TEFLON ~
c: .S:! ~
0_
::lo
c:
~.s:! c: ~ :::d~ ~
:§c: .....!:!l 111111 ::lCII
-.:(Q
T . Beim Kontrollieren des Spieles il muss der Abstreifring dem Fuhrungsring ~ aufliegen. WHEN CHECKING THE CLEARANCE AT il THE SCRAPER RING ON GUIDE RING (I).
CI) auf
CD MUST LIE
Beim Kontrollieren der Spiele II, III 1 und kl-mUssen das Schloss und der Abstreifring CI) auf dem Fuhrungsring (l) aufliegen. WHEN CHECKING CLEARANCES II, ml AND kl CLAMP SCRAPER RING CI) MUST LIE ON GUIDE RING (l). Nennmass
Spiel neu
Nominal dimension Clearance new
b = 20 c = 20
c
kd
---TEFLON
~ 4-107.198.444 Nennmass
Spiel neu
Nominal dimension
Clearance new
°
maximum durch Abnuhung due to wear
Dicke = 39 thickness Dicke = 15 thickness Dicke = 18 thickness
11
ml = Dor 0,23
0,5
gl = 0,056 or 0,160
0,4
e = 30
el = 0,4 or 0,7
O,a
f = 35
fl = 0,4 or 0,7
0,8
G = 280
CD
CI) AND
maximum durch Abnutzung due to wear min. min. min. min. min. min.
a = 45
....
280,3
il =
~
kl = 0,05 =
0,08 y
0,26
° 0,1 ~
0,5 0,8 0,5
110/,
SULZER
RT76
Q 5 Grupp~: 012 g Sp,'e/e J-_-====-_---+_IiJ_e_r_e_u_n_d_u_n_t,_c_h_u_bs_t_a_ng_e_n_la_ _e_r~ Group :
rl
LlearanCes
Upper and Lower Connecting Rod Bearings
B/att Sheet
5
Obere Hal He
UPPER HALF
d
Lagerschale BEARING SHELL
'- =I====!r----+------I
4-107,
Nennmass
Spiel neu
Nominal dimension Clearance new a = 65°_ °0,08
a1 + a2 = 0,32TO,50 b = 0,34 .. 0,56 cl + c2 = 0,60TO,80
.~
d = 284
maximum durch Abnutzung due to wear
1~,693
Nennmass
Spiel neu
Nominal dimension
Clearance new
E = 790+0,58 +0,48
f
= 0,48 T 0,66
maximum durch Abnutzung due to wear 0,7
0,6 = 13 ± 13
d1 + d2 = 0,30TO,70
'-..-/
e = 790
g = 335
gl + g2 = 15 ± 0,5 5,84
SULZER
RT76
6
) / c,
Nennmass
Spiel neu
Nominal dimension
Clearance new 0,09 al = 0 03
a = 60
maximum durch Abnutzung due to wear 0,2
c
Nennmass
Spiel neu
Nominal dimension Clearance new 1,2 c = 65 c1 + c2 = 6
maximum durch Abnutzung due to wear
°
~~-~~~+---+---r---I--l "-- ./ b = 95
bl
+
b2 = 4
1983
Spiele
Arbeitskolben und Kolbenringe
Clearances
Working Piston and Piston Rings
SULZER
RT76
/
(jruppe: Group: Blatt Sheet
011" L-
7
a b
c
m
J
m
J
c
40
f
40
~11111·.llill--_--..,..--n
I
m
K
Fuer die Wiederverwendung von gebrauchten Kolbenringen ist die Ringbreite an den Stellen A, B und C massgebend. Gebrauchte Kolbenringe koennen weiterverwendet werden, wenn bis zur naechsten Revision die minimaIe Ringbreite nicht unterschritten wird (siehe Blatt 34212b) The ring width at the positions A,B and C is the decisive criterion for refitting of used piston rings.
Used piston rings my by refitted, if they will keep within their min. ring width till the next revision
(see groupe 342, sheet 2b).
I [mm]
24
-rT'TTT1T'I=
23
-IHlffiI33:
Kolbenring breite 'I' Piston ring
width 'I'
21
221111111 20 19....LLJ..L.U.U...
761
760
762
763
Zylindereinsatz-Durchmesser 'a' I
764
765
766 [mm]
Cylinder liner bore 'a'
Spiel normal. neu maximum durch Nennmass Spiel normal, neu maxmum durch Normal clearance. Abniltzung Normal clearance, Abniltzung new max due to wear Nominal dimension Nominal dimension new max. due to wear Nennmass
765,32
a = 760
.r--. "--""
g = 2BO
b = 755
5,0 .;. 5,45
H= 25
c = 757
3,0 .;. 3,45
d = 75B,7
1,3 .;. 1,7
J = 14 + 0,33 + 0 29 14 + 0, 1B K= + 0 14
f = 759,1
0,9 .;. 1,2
dmin . 75B,2
1 = 24 0 m = 13,92-0 025
j
1
= 0,435
7 k = 0,285 1
0,65 0,55 siehe Diagramm see dia ram
SULZER
RT76
Spiele
Kolbenkiihlrohr - Stopfbiichsen
Clearances
Piston Cooling Pipe Glands
Grupp~:
Group
012
8'.-
Blaff Sheet
~ 1
.C?T~~
.oi
t,
r;;
~
~
0.'
1'\
el, "-.")
•
Ir I
i
~
I
a
A I
I I
I
I
H
I
J
2-107."1.061 ..
a1
0
~
~-=;; I: ~~ ~· I~
~
r::,m:::u;:::::::.d
I'\~~
1'\ 1'\
"',,'\ Ff
U~
PJ ~.
-1
ii~t~~~~~ ~~@~~t
CD
!t- Ir·. I
••
Ur.
-41
~j~l~f:~ ~:~~~;~;~~ Ki1~W~ ~~{~~~It~
I
CD
tr-e
:fWl ~@~~~1 ~~~~lf?:;~ ~;~jl@
:~~~~1~~~~~!~nJ:
~.~
"-/
I
~~~~il· ~~;~%~~~~~~
02
L..
:~M l~l~~t
ii,~: f~~~~:
l~ 0
CD
0
CD
CD
,
I
I
, '-..-/
'-1Ul. 198."7
Spiel neu
Nominal dimension Clearance new 0,114 a = 50 al + a2 = 0,050
maximum durch Abnutzung due to wear
=
0,08
°
0,23 cl = 0 05 0,40
dl + d2 = 0,05
Nennmass
Spiel neu
Nominal dimension
Clearance new 0,08 f] 0 0,25 gj = 0 02
maximum durch Abnutzung due to wear
~
max. ~ max. diam.
A= 50
- 0,3
., ~ ~~~l!~j f.~~~~~f ~.
Lc::
d2
d
d1
~~
Ir
I
Bei mKontrol1ieren der Spiele fl, gl und cl muss das Schloss auf dem Fuhrungsring aufliegen und der Abstre ifri ng WHEN CHECK ING THE CLEARANCES fl, gl AND cl THE CLAMP RING AND SCRAPER RING MUST LIE ON THE GUIDE RING (1).
- 0,05
D d2
d
r-l-
l~
, f.I
0·
d = 39
~
D d1
0
bl
•
~r
Beim Kontro11ieren des Spie1es b] muss der Abstreifring auf dem Fuhrungsri ng aufl iegen. WHEN CHECK ING THE CLEARANCE AT b1 THE SCRAPER RING MUST LIE ON GU IDE RING
Nennmass
bI,
::;::::::.;;.
A
CD
k
.......
0,5
=
5J
min. min. min. mi n.
h = 9,5 i = 7,5 0,15 ml = 0,05
Mass = 7,5 dimension Mass = 6 dimension 0,5
0 = 39
I 1.85
SULZER
Rader zum Steuerwellenantrieb und P T.O. - Getriebe
Spiele
RT76
Clearances
Wheels for CamshGft Drive and Drive for PT.D.-Gear Box
GruPp~:012
Group :
Blatt Sh~et
9
''"-../
1 - 107 197 322
Nennmass
Spiel neu
Nominal dimension Clearance new
maximum durch Abnutzung due to wear
Nennmass
Spiel neu
Nominal dimension
Clearance new
maximum durch Abnutzung* due to wear
A = 270 a = 270
0,234 al = 0 142
b = 290
bl
+
b2 =
0,35
°1,1,6
1,5
c = 340
C]
d = 290
1,1 d1 + d2 = 0,6
max.*
°
C = 340 0,348 0,252
Zahnflankenspiele/Backlash of teeth max.* norma 1 norma1 0,32 0,78 54 0,43 0,78 2 0,65 0,43 0,75 3 0,66
0.45 1,8
6.87
SULZER
L-
RT76
~-=S==p=ie=l=e_---+_p_._T._O_,-_G_et_n_·eb_e
Nennmass
Spiel neu
Nominal dimension
Clearance new
=
340
b = 250 c
=
190
d
=
220
0,348 al = a,252 b _ 0,343 1 - 0,285
0,31
C] = a,252 d _ 0,321 1 - 0,258
e = 1,1
0,6
maximum durch Abnuhung due to wear 0.45 0,63 0,56 0,58 1,8
~~~~~e:: 012
Blatt 9 -, ---l...:S~h~ee::..t...:...- __a--l'---""
..L::G::e::Q::r:::Q::n::c:::e::s=---J_p_T._O_'-_D_r_iv_e
b
a
--l
bl
c
Nennmass
Spiel neu
Nominal dimension
Clearance new
~1
maximum durch Abnutzung* due to wear
1,51 2,0 1,0 0,91 1,5 9 = a,50 Zahnflankenspiele/Backlash of teeth normal max. * max.* normal 0,43 0,32 0,58 0,75 0,66 0.47 0,32 0,66 0,51 f
CD CD
=
CD
"
6.87
SULZER
RT76
Grupp~:
Steuerwelle und Umsteuerservo mo tor
Spiele
Group :
Blatt
Camshaft and Reversing Servomotor
Clearances
10
Sh~et
c ~ :1
012
d
, i
I'
o
4 - 107 199.345
Nennmass
Spiel neu
Nominal dimension
Clearance new 0,232 aj 0,150
a
=
300
maximum/minimum durch Abnutzung due to wear
0,35
A = 300+ 0,200 +0,150
Nennmass
Spi e1 neu
Nominal dimension
Clearance new 0,3 c
=
0,1
d1 + d 2 bl + b2
=
°0,45 , 14
O,16 =
0,10
maximum durch Abnutzung due to wear
0,4 0,3
0,6
5.84
SULZER
Spiele
RT76
Gearances
Getriebe fur Hilfsantriebe
11
Gearing for Auxiliary Drives
(:;\~
Siehe auch Bl'att 012/13
~~ See also sheet 012/13
~
0----1 ""'-",\1
.~~.~~';;;:t:~
Siehe auch Blatt 012/11b See also sheet 012/llb Siehe auch Blatt 012/14 See also sheet 012/14
2- 101.197.010
Nennmass
Sp ieI neu
Nominal dimension
Clearance new
maximum durch Abnutzung* due to wear normal 0,12 0,26 0,14 0,26
CD CD
0,10 0,21
Zahnf1ankenspiele/Backlash of teeth max.* normal max.* 10 0,47 00'2 0 0,34
CD
,
0,40 0,38 1983
SULZER
RT76
Spiele Clearances
Getriebe filr Hi/fsantriebe und Anlass - Steuerluftverteiler
Gruppe: Group
Gearing for Auxiliary Drives and Starting Control Air Distributor
Blatt Sheet
012 110
Anlass - Steuerluftverteiler
e
STARTING CONTROL AIR DISTRIBUTOR
0-1
o
,
cp
I
3 - 107. 19'1058
Nennmass
Spiel neu
Nominal dimension
Clearance new 0,090 a1 0,030 0,175 b] 0,] 1O 0,175 cl 0,1] 0,175 d1 0,110 0,136 m1 0,060
a ; 80 b ; 50 c ; 45 d ; 50 m; 60
°
e ; 1 f ; 1
maximum durch Abnutzung due to wear
Nennmass
Spiel neu
Nomina] dimension
Clearance new 1,0
0,15
9 ;
maximum durch Abnutzung* due to wear
°,5
h ; 1,0 0,5 . 0,20 1 ; , 15 k ; 0,22 0,14
0,3
°
0,3 0,3
0,3 0,3
0,2 norma]
Zahnf1ankenspie1e/Back1ash of teeth max.* normal 0,10 20
°
0,30
max.*
SULZER
RT76
Spiele
Zwischenwelle fur Hilfsantriebe
Clearances
Grupp~:012
Group :
Blatt
Intermediate Shaft for Auxiliary Drives
Sh~~t
11b
J Si ehe auch B1 att 012/11 1 ~ See also sheet 012/11
-==::::1
2 -107. 197.306
Nennmass Nominal dimension a
=
100
Spiel neu Clearance new 0,106 a1 0,036 b 0,8 0,3
maximum durch AbnUtzung due to wear 0,2 0,9
norma1 0,12 0,26
CD
Zahnflankenspie1e Backlash of teeth max.* max.* normal 0,12 0,50 0,47 0,28
CD
1983
SULZER
Spiele
RT76
Gearances
Rollenfilhrungen zu Brennstoff und Hubgeber - Pumpen
Gruppe: Group :
Roller Guides to and Actuator
Blatt Sheet
Fuel Pump
012 12
:: ~:~:~:~: ~: ~: ~: ~: ~:'
mfff) -:.:-:.:-:.:-:.:-: - - C "tJt---tt-+-
ol,)
e b
b1
b2
E
4 - 107. 197. 325
B
Nennmass
Spiel neu
Nominal dimension = 64 -0,030 a -0,060
Clearance new 0,030 al = ,090 0,250 bl + b2 = ,352
b =265 -0,250 -0,300 B -265 +0,052
°
°
- °
'---'
c
=108 -0,036 -0,058
cl
0,066 0,110
maximum durch AbniJtzung due to wear 0,35 0,5
0,16
Nennmass
Spiel neu
Nominal dimension
Clearance new 0,036 dl 080
d
=
90 -0,036 -0,058 o = 90 +0,022 e
= 120 -0,36 -0 54
°
°
0,51 81 + e2 = 79
°
maximum durch AbniJtzung due to wear 0,12
1,5
E = 120 +0,25 +0 15
C =108 +0,052 +0,030 5.84
SULZER
Spiele
RT76
Gearances
Zahnradpumpe zum Antrieb der Zylinderschmierpumpen
Gruppe: Group:
Gear Pump for Cyl. Lub. Pump Drive
Blatt Sheet
1
01.'') L
13
3 -107.134.605
Siehe auch Blatt 012/11 See also sheet 012/11
Nennmass
Spiel neu
Nominal dimension
Clearance new
a = 38
al
b
0,050 0,009
min. 0,055 max. 130
°
maximum durch AbnUtzung due to wear 0,15
Nennmass
Spiel neu
Nominal dimension
Clearance new
CD CD
min. max. min. max.
0,14 0,26 0,06 0,13
max i mu'm durch AbnUtzung due to wear 0,40 0,20
max. 0,20 5.84
Spiele
Antrieb fur Uberdrehzahl, Pick up und Ferndrehzahl-Geber
Gruppe: Group :
Clearances
Overspeed- J Pick up - and Remote Tachometer 7ransmitter - 0 rive
Blatt Sheet
SULZER
RT76
012 14
3 ~ Si ehe auch B1 att 012/11
See also sheet 012/11
-0'\
A~
;+-~ /
~r-7 ,~
- --+-} Ueberdrehzah1-Geber-Antrieb ''i-' 1 Overspeed Transmitter-Drive -_ ...._-----------..
-
-'--
-
\. {+} 2""t-'
--
a.at
~ ~
II
Pick-up-Transmitter~rive
4 -107. 197. 333
-~ "
~
=~
~--"
-
" "'" -"', -"\ """~ -ts1
I
.....b
-.-1
L d
Nominal dimension Clearance new 0,040 a = 22 a = 1 0,094 min. 0,1 b = max. 0,5
----<
r-- t-""
~t\.'\jr~
r / / /v / / /
+-
V//////
~
j ~
.,. ,-.::::
....
e,
~'"
I~ n~ ~
~
~~
L
e.
.~
~/ C
Spiel neu
~f', "'l\r:: "
n I"J ~ 3-107.f97.321
Nennmass
l
A~~~~~'"~ -"~
~ I" ~~~-~-~_l L~~
~--
f'rndr,hzahl-6,b'r
Pi ck-up-Geber-Antri eb
~
~ ~~
-
Remote Tachometer Transmitter-Drive
ri-
--
~-
-
e
Ott
4 -107.197.320
Pick-up-Geber / Pick-up-Transmitter Ueberdrehzah1-Geber / Overspeed Transmitter
maximum durch Abnutzung due to waar
Nennmass
Spiel neu
Nominal dimension
Clearance new
0,15
maximum durch Abnutzung* due to wear
f = 1,5
min. 0,2 g - max. 0,5
max. 1,0
max. 1,
°
c = 1,0 d = 1,0 e = 22
0,040 e = 1 0,094
0,15
Zahnfiankenspie1e/Back1ash of teeth normal normal max. * 0,10 0,12 0,51 = 0,21 = 0,29 0,12 0,51 = 0,29
CD CD
CD
max. * 0,38
5.84
SULZER
RT76
Massenausgleich -Antriebselemente 2.0rdnurg
Spiele Clearances
Balancer drive units Second order
Grupp~:
Group
012
Blatt
15
Sh~eat
gezeichnet fur freies Ende DRAWN FOR FREE END
Elast. Kupplung
FLEXIBLE COUPLING
,
'1
1- 107. 198.403
Nennmass
Spiel neu
Nominal dimension Clearance new a = 210
c = 390 d = 124,7
0,30 al = ,17 b b 0,6 1 + 2 = I ,4 0,58 cl = ,40
°
°
d1 = 0,3
T
0,7
maximum durch Abnutzung due to wear
Nennmass
Spiel neu
Nominal dimension
Clearance new
0,4
e = 390
el
2,0
f = 124,7
0,58 40 fl = 0,3 .. 0,7
0,7
g = 300
gl
°
0,304 0,208
maximum durch Abnutzung due to wear 0,7 1,5 0,4
1,5 1983
Spiele
SULZER
RT76
Massenausgleich -Antriebselemente 1.+2. Ordnung
Clearances
Gruppe: Group
012
Blatt
Balancer drive units 1. and 2. order
150
Sheet
gezeichnet fur freies Ende DRAWN FOR FREE END
Elast. Kupplung
FLEXIBLE COUPLING
Nennmass
Spiel neu
Nominal dimension
Clearance new 0,30 al"017 ,
a " 210
maximum durch AbnDtzung due to wear
Nennmass
Spiel neu
Nominal dimension
Clearance new
maximum durch Abnutzung due to wear
0,4
0,6 bl + b2 " 1,4
2,0
c " 390
cl
0,58 0,40
0,7
9 " 300
gl
=
0,304 0,208
0,4
d " 124,7
dl " 0,3 ;. 0,7
1,5
h = 265
hl
=
0,40 0 25
0,5
~
5.84
Table of Contents -\......-,---------------------------------- Maintenance Instructions
Clearance Tables
lightening Values for Bolt Connections
Weights
Maintenance Schedule
WorkSheets
ToolUsts
SULZER
Group:
Indications for the tightening
013
,---,
RT76
'-"
of important screwed connections
4
3
2
1
I
c
en
CD f-'
'"<...'"
CD
<...
""0
Name of screwed connections
<...
'-'"
'"<...
CD CD
'" E CD
c o~
c o
CD
c
=<"'0 ....... Ot--
o~
.-C
==
""0 >...
Or-
u
0 (I')
CD 0.. (I')
o~
c +' '" '" =
c: .-C
c
0
=
.~
+ ' :::> .-C 0 ' "" <...
<...
c
~
=
CJ1 c:
C 0 ....... r- c CD
CD -+-'
<...
=
::::> +'
>->-- >-
7
<...
0
Ie
co o~
en
0_u c 0
l+-......
.•
....... -+-'
-+-'
CD CD
u'" CD u CI.. ......
...c
en
Nm*
(epa xy resin chocks) M54x4
500
11 0/1
Main bearing, jack bolts
Ml15x5
500
117/2
19C
Tie rod
M150x5
2lC
. ijol ts Cylinder jacket fastenlQg Fitted bolts
M55
27[
Cyli nder cover, elastic bolts
M90x5
27£
Fuel valve, elastic bolts
M12
27£
Indicator valve, screws
M20
272
Fuel injection valve: Cap nut Fue1 injection valve: Cap nut to 2P - Nozzl e (Pretension with 20 bar, or a hammer blow)
M54x2
1500 250 272/1 45 04 max.150 See instruction sheet 272/
27~
Startinq valve spindle, Nut
M30Xl
90
11C
Holding down bolts
11
'-..-/
'-..-/
.
~
0--=
bar**
------
c =
5
C
CD
>
5
~
I
0 :::> 0
1
Sheet:
500 (1. step 350 bar) 0,55:0,04 elongation o 4n~0 0':1
190/1
--
0
500 180 4 Illop eage oflloTfneaa tl ush with nozzle holder)
270/2 272/1
--
80
150
0
4
273/1
4
275/1
0
27~
Elastic bolts for val ve cage
M54x5
500
27~
Exhaust valve spindle, nut
M45x3
500
3lC
Flywheel, Coupling bolts
M85x4
29 0 4
--
0
4
--
0
4
314/1
3lC
Crankshaft, coupling bolts
M85x4
3H
Axial vibration damper, central waisted bolt
M100
500
M80x5
500
330 Connecting rod bolts-top 330 Connecting rod bolts-bottom
M80x5
275/1
42 70
330/2
600
0 (1. steo 350 bat ) 90 4 0
330/2 340/5
340 Piston, elastic bolts
M48
50 .4
340 Piston rod nut (long piston rod)
M140x5
300- 4- or 5 340/3 teeth
340 Piston rod bolt (short piston rod)
M100x5
410
M56x4
lJ
410 42C
Gearwheel on Crankshaft, elastic bolts Intermediate wheel bearlng tor camshatt-drlve elastic 8. Reversing servomotor, connection between shaft and
42C
"'--'
lJi nn
Reversing servomotor, longitudinal bolting
M42 M35 M20
55 4= or 11 teeth Elongation 1 15 ± 0 05 0 45
4
40 30
0 0
340/3 410/3 410/2
.4
-4
Remarks: * The tightening values apply only when Molykote Paste G is used as lubricant on the thread. ** The pressures indicated apply only for the use of the original jacks supplied with the engi n~. W~~n othe~ j~ck~ ~re use~ the required pressures must be calcualted in proportion of tee ectlve Jac plS on sur ace. ConvArsion fador: 1 Nm = 0 102 mko 1 bar = 1 02 kn/cm2 HOW-Zim
3.90
SULZER
Indica+:ions for the tightenin,Q;
RT76
of important screwed connections
2
1
4
3 I
en -"'" '
C
'" I
'" ro
'" '"
'- en
ro
:::l
'"
0
'- c:
' ..c
Name of screwed connections
' '-'"
E '"
o...~=
-0 0
-0
=>-.
e
'-'
0,-
0
'" 0..
en
en
bar**
013
Sheet:
2
c 0'
c
•
~
en
.~
c
Q,)
~~~
c o
~
0
0'
.~
0'
C
.....
ro
ro
CJl
0' C
c 'r C
Q,)
'" c
C
0 ro
-+-'
or-
..c
..c
c
'"
I-e-~
e- .....
.~
:::l
'
0- ' 0' '- 0 Or- 01---
0' '
0
0
''-' .~
c' 0
en C
0
'+
0....- ••
'f""""
-+-'-+-'
'-'
ro '"
'"
'"
0.. . '-' .-....s::: -0 en
en
4
fie rod for fuel pump housing
M55
50
551
Nut to pl unger guide
M145x4
2 teeth
M30
El asti c stud fo r hydraul i c actuator cyl i nder
, C
Nm*
55"1
551
7
5
5
~
e
Group:
90
0
90
0
4 4
551/5
551/1
551
Elastic stud for fuel pum p block
M45
551
Valve cover for fuel pump block
M12
60
551/1
551
Pressure nipple for sucti on and spi 11 valves
M39x2
300
551/1
740
Fixing of gearbox to engine
M30
325
740
-.
Fixing of generator support (top)
740 Fixing of generator support (bottom) 740 Beari ng .bo 1ts 740
Flange bolts
740 Fixing of gearwheel to coupling 740 770
El asti c bolts for fixing of bearing Bearing cover on coupling shaft, elastic stud
0
-4
G71 0
60
0
114U 1990
85
0
M 36
M24
570
30
0 0
M42 PTO
15
M64x4 " 600 M3U
M30
n140
45
M42
B180
100 0 40
M36
0
.4: -4
-4
4 4:
4
77 0/1
770 Clamping cover on balancer mass, elastic stud Fixing bolts for balancer, housing with col umn, 770 el asti c studs
M48
600
770/1
M48
600
770/1
770 Screwed connecti on of fl ex. and camshaft coupl ing
M30
540
770
Screwed connecti on .of fl ex • and camshaft coupl ing
M36
900
811
Sl iding foot for exhaust pipe
M30
Top edge of the disc spring 811 /1 1Avel with rAd mark 1M'
811
Tie rod for exhaust pipe
M64
30
0
4
Remark: * The tightening values apply only when Molikote Paste 'G' is used as lubricant on the thread. ** The pressure indicated apply only for the use of the original, jacks supplied with the engine. ~~~~;?,!h1~~J~~~~+~~e u~~d the required pressures must be calculated in proportion of the ef r
'nn· 1 Nm ~
n In?
mkn
1
h~~ ~
1
n'J
'-'n/nm'J
4.86
Table of Contents '------------------------------------- Maintenance Instructions
Clearance Tables
Tightening Values for Bolt Connections
Weights
Maintenance Schedule
Work Sheets
Tool Lists
SULZER
RT76
liJ
I
G
HT S
of individual components oer unit in kg
Secti 0 n 117
E
Components Main bearing cover (narrow)
Parti cul ars 4 9
; ;
Group:
014
Sheet:
1
RT58
RT76
8 cyl. 12 cy 1•
454 370
Main bearing cover (wide) Main bearing shell (narrow)
per pair, inc 1• shim
215
Main bearing shell (wide)
per pai r, incl. shim
368
Main beari ng thrust bolt
compl.
156
120
Thrust bearing segment
190
Tie rod
211
571
135
without nuts
1714
Lower ti e rod nut
40
Upper ti e rod nut
33
Cylinder jacket
compl. with accessor.
19587
Cylinder jacket
without accessories
13500
Accessori es for cylinder jacket: Waisted stud bolts (8 off, total
=
464 kg)
with nut
Water guide ring End cylinder jacket Cylinder jacket end piece
213
Water guide jacket
214
Cylinder liner
231
Pi ston rod gl and
58 544
without accessories
16700 3025
163
4923
145 [:
0'
I
SULZER
RT76
W E I G H T S
of individual components per unit in kg
Section 270
Parti cu1ars
Components
Gro up:
014
Sheet:
2
RT58
RT76
Cylinder head
without valves
3340
Cylinder head
compl. with val ves
5210
272
Fuel injector
com pl.
31
273
Starting valve
camp l.
63
274
Relief valve
compl.
7
275
Exhaust valve
com pl.
1680
Exhaust valve spindle
310
312
123
Crankshaft (~emi -buil t) 4 cyl.
incl. thrust beari no shaft
5 cyl.
n
n
97100
6 cyl.
n
n
113200
7 cyl •
n
n
129300
8 cyl.
n
n
145300
9 cyl.
n
n
17 0100
10 cyl.
n
n
186200
12 cy1•
n
n
218400
3400 .. 7000 6400 .. 16500
Flywheel (light) Flywheel
330
81000
Connecting rod (shaft dia 600)
compl.
Lower connecting rod bearing (shaft dia. 600)
upper half
6090 750
SULZER
RT76
W E I G
HT s
of individual components oer unit in kg
Group:
014
Sheet:
3
Secti on
Components
330
Lower connecting rod bearing (shaft di a. 600)
lower half
462
Upper connecting rod head
upper half
260
Upper connecting rod head
lower half
430
Parti cul ars
Beari ng shell for upper connecti ng rod bearing head Connecti ng rod bolt fo r lower bearing
with nut
43
Connecting rod bolt for upper bearing
with nut
43 3104
Crosshead pin
without guide shoes
Guide shoe for crosshead 340
RT75
33
Connecti ng rod shaft
337
RT58
Working piston
2190 380
short piston rod long piston rod
compl. with piston rod and telescooic Dioes
3350 3387
Piston crown
948
Piston sk i rt
262
Piston rod
shod desi gn lona desion
with bolt with nut
2125 2147
Piston rod nut (only for short piston rods)
60
Piston rod screw (only for long pi ston rods)
16
342
Pi ston cooling telescopic pipe
15
360
Piston cooling stand pipe
361
Piston cooling box
410
Gearwheel on crankshaft Intermediate wheel for camshaft drive
9
229
compl. compl. with bearing journal s 1 or 2-piece
2456 2290
SULZER
IN E I
RT76
421
s
of individual components per unit
in kg
Secti on 420
G H T
Parti cul ars
Components Camshaft
with cams and shaft couplinQ
4 cy1•
014
Sheet:
4
RT58
RT76 5516
5 cyl •
n
n
7414
6 cy 1•
n
n
8311
7 cy l.
n
n
10211
8 cy1.
n
n
11044
9 cy1•
n
n
12867
10 cyl.
n
n
13698
12 cyl.
n
n
16495
Fuel pump cam
161
Actuating pump cam
210
510
WOODWARD governor (PGA-200J
551
Fuel injection pump body
compl. without plunger and guide bush
651
Exhaust gas turbocharger VTR 564
comp1.
compl.
667
6300
n
n
VTR 714
n
12100
n
n
n
rotor VTR 564
n
487
n
n
n
n
980
n
713
n
1370
n
n
VTR 714
n
n
n
for VTR 714
Air fi Her segments for VTR 564
n
115
n
Silencer with air filter for VTR 564
654
Group:
n
Auxiliary blower
n
6 x 15.
for VTR 714
6 x 20
compl. wi th el eetr. motor
1132 1295
~
SULZER
RT76
WEI G H T S
Group:
of individual components per unit in kg
Sh eet:
Secti on 660
Components Charge air cooler GEA, SERCK 4,5,7,8,9 and 10 cy1.
"
770
Parti cul ars
"
II
GEA, SERCK 5,6,7,9,10 and 12 cyl.
Balancing mass l-st order (Balancer 4-cyl.) Campl.
"
II
2-nd
"
(
II
4.. 6 cyl.) Campl.
Flexible Coupling of Balancer
811
RT58
014 5 RT76 2350 3350
4486 1628 .. 2050 2240
Roller Chain of Balancer
3t 4"
322 470
Exhaust pipe
4 cyl.
5156
5 cyl.
5878
6 cyl.
6595
7 cyl.
7660 .. 9770
8 cyl.
10210
9 cyl.
11308
10 cyl. 12 cyl.
5.8'"
"
a:; DIMENSIONS AND MATERIAL SPECIFICATIONS OF THE RUBBER RINGS Where applied
e
(
(
(
Gro up in Code' Book
Dimensions in mm RT 58 1.0
RT68 Thickness
I,D.
~laterial
RT76 Thickness
I. D.
specifications
RT84 Thick. ness
1.0.
Thi ckness
Relief valves on casing doors (type Horbiger)
170
460
Tie rod (bottom)
191
113,67
6,99
132,72
6,99
151,77
6,99
164,47
6,99
Water guide ring
211
750
9
900
9
900
9
11 00
9
Special
Cylinder liner (collar, water guide jacket)
2'14
800
9
955
9
1010
9
1160
9
seamless
Cylinder liner (guide part in cylinder jacket)
214
680
9
800
9
900
9
990
9
rubber
Piston rod gland (ring carrier)
231
-
-
300
5
340
5
380
5
Piston rod gland (ring carrier)
231
266.29
3.53
-
-
-
-
-
-
A
Piston rod gland (lower housing)
231
304,17
6,99
6,99
A
12
541
354,97
14
6,99
618
393,07
18
6,99
700
417,96
20
A
A
=
c..n
Piston rod gland (upper housing)
.=
<.0
231
329,57
6,99
367,67
6,99
417,96
6,99
430,66
6,99
A
special seam less rubber
Cylinder head
270
Fuel injector (nozzle holder)
272
85,09
5,33
85,09
5,33
85,09
5,33
85,09
5,33
B*
Fuel injector (collar nut)
272
36,09
3,53
36,09
3,53
36,09
3,53
36,09
3,53
B*
Fuel iniector (circulating valve)
272
34,59
2,62
34,59
2,62
34,59
2,62
34,59
2,62
B*
Fuel injector (spring tensioner)
272
18,64
3,53
18,64
3,53
18,64
3,53
18,64
3,53
B*
Starting valve (sleeve)
274
69,22
5,33
100,97
5,33
100,97
5,33
11 0,49
5,33
A
Starting valve (housing)
274
85,09
5,33
107, 32
5,33
120,02
6,99
132,72
6,99
A
Cylinder head relief valve
274
43,82
5,33
43,82
5,33
43,82
5,33
43,82
5,33
C
Exhaust valve (valve cage val ve seat)
275
367,67
6,99
430,66
6,99
468,76
6,99
532,26
6,99
B*
Exhaust valve (air cylinder upper housing)
275
304,17
6,99
367,67
6,99
393,07
6,99
430,66
6,99
B
800
9
955
9
1060
9
1160
9
= -<
r
=
Gro up in Code Book
DIMENSIONS AND MATERIAL SPECIFICATIONS
OF THE RUBBER RINGS Where applied
Dimensions RT58
RT&8
I.0.
Ihickness
I•D.
Ihickness
in mm
RT7& ThickI.0. ness
RT84 Thi ck I .0. ness
Material specifi cations
Exhaust valve (air cylinder housing)
275
304,17
&,99
3&7,&7
&,99
393,07
&,99
430,&&
&,99
B
Exhaust vlave (sleeve)
275
120,02
5,33
145,42
&,99
1&4, 47
&,99
177,17
&,99
8
Exhaust valve (valve guide}
275
3&7, &7
&,99
430,&&
&,99
494,1&
&,99
532,2&
&,99
Gil
Exhaust valve (vent housing)
275
47,22
3,53
59,92
3,53
&&,27
3,53
72 ,&2
3,53
B
Valve caQe for
275
291 ,47
&,99
354,97
&,99
393,07
&,99
430 &&
&,99
B*
340
37,47
5,33
37,47
5,33
37,47
5,33
37,47
5,33
B
340
36,09
3,53
3&,09
3,53
4&,99
5,33
4&,99
5,33
G
~xhaust
valve
Piston (inlet and outlet connecting piece) Piston
(tQlc~c0pic
pipe)
special seamless rubber
Piston (skirt)
340
345
7
420
9
490
9
550
9
Pi ston (crown)
340
500
7
&00
9
&80
9
750
9
Piston cooling llqwcr part of box)
3&1
215,27
&,99
215,27
&,99
215,27
&,99
215,27
&,99
A
Pfston cooling stand pipe (inlet & outlet) upper
3&1
24,99
3,53
24,99
3,53
32,92
3,53
32,92
3,53
U
Piston cooling stand pipe (inlet & outlet) lower
3&1
26,57
3,53
2&,57
3,53
37, &9
3,53
37, &9
3,53
B
Piston cooling gland
362
53,34
5,33
53,34
5,33
6&,04
5,33
66,04
5,33
A
Camshaft with reversing servomotor (casing)
421
417 9b
&,99
494, 1& &,99
532,26
&,99
608 08
&,99
A
Camshaft with reversing servomotor (connecting piece)
421
29,74
3,53
29,74
3,53
37,34
5,33
37,34
5,33
A
Camshaft with reversing servomotor (connecting piece)
421
17 , 69
3,53
37,69
3,53
43,82
5,33
43,82
5,33
A
Gearbox for ancillary drive (bearing housing)
428
12,37
2,&2
12,37
2,&2
12,37
2,&2
12,37
2,&2
A
Cover and housing for ancillary drive
428
15,54
2,&2
15,54
2,&2
15 54
2,&2
15 54
2 51'
A
431
37, &9
3,53
37,61
',3,53
37,&9
3,53
37, &9
3,53
'" I
= =
~tart(
oilot valve
(
(
I,
..=
(
(
(
( c
DIMENSIONS AND MATERIAL SPECIFICATIONS OF THE RUBBER RINGS Where applied
Gro up in Code Boo k
Dimensions RT58 Thick1.0. ness
RT68 Thick1.0. ness
in mm
RT76 ThickI.0. ness
RT84 ThickI.0. ness
~~a teri a1 specifications
Starting control air distributor (starting cut-off valve)
431
78,74
5,33
78,74
5,33
78,74
5,33
78,74
5,33
A
Starting control air distributor attachment (cover)
431
78,74
5,33
78,74
5,33
78,74
5,33
78 74
5 33
A
Control valve to starting air shut-off valve
432
44 04
3,53
44.04
3 53
44 04
3 53
44 04
3 53
A
COAtrol valve to starting air shut-off valve
432
13,94
2,62
13.94
2.62
13,94
2,62
13.94
2 62
A
Starting air shut-off valve (Arrangement)
436
10
2
10
')
10
2
10
2
A
Starting air shut-off va}ve (Casing)
436
170,82
6,99
17 0.82
6,99
202, 57
6 99
202. 57
6,99
f,
Starting air shut-off valve (cover)
436
148,59
6,99
148,59
6,99
177,17
6,99
177,17
6,99
A
Siarting air shut-off valve (Valve for slow turning)
436
62,87
5,33
62,87
5,33
62,87
5,33
62,87
5,33
A
L
= en I
rv
.=
U "1
.p
Starting air shut-off valve (valve plate)
436
10
2
10
2
10
2
10
2
A
Valve for slow turning (bush)
437
78,74
5,33
78,74
5,33
78,74
5,33
78,74
5,33
A
Valve for slow turning (cover)
437
59 69
5 33
59 69
5 33
59 69
5.33
59 69
5 33
A
Valve for slow turning (housing)
437
69,22
5,33
69,22
5,33
69,22
5,33
69,22
5,33
A
Valve for slow turning (cover)
437
43,82
5,33
43,82
5,33
43,82
5,33
43,82
5,33
A
Valve for slow turning (busht
437
63,09
3,53
63 09
3 53
63 09
3 53
63 09
3 53
A
Peversing control val ve (control)
451
104,14
5,33
104 14
5 33
170.82
6 99
170 82
5 99
A
Reversing cantrall valve (valve plate)
451
10,82
1,78
10,82
1,78
10,82
1,78
10,82
1,78
A
Shut-down servomotor (cover)
455
116,84
6,99
116,84
6,99
116,84
5,99
115,84
5,99
A
Shut-down servomotor (piston rod)
455
28,17
3,53
28,17
3,53
28 17
3 53
28 17
3,53
Shut-down servomotor (changeover val vel
455
4,42
2,62
4,42
2,62
4,42
2,62
4,42
2,52
A -Made by Westi nghouse
----
--
--
r rn
Group in Code Book
DIMENSIONS AND MATERIAL SPECIFICATIONS OF THE RUBBER RINGS Where applied
Dimensions RT68
RT58 1.0.
in mm
M~teria1
RT84
RT76
Thick ness
I.0 •.
Thick ness
1.0.
apecifi cations
Thickne ss
I.0.
Thick ness
Shut-nnwn servomotor (valve olate)
455
10,82
1,78
10,82
1,78
10,82
1,78
10,82
1,78
A
Control air supply unit
460
9,25
1,78
9,25
1,78
9,25
1,78
9,25
1,78
C
Starting system blocking cylinder
461
29,74
3,53
29,74
3,53
29,74
3,53
29,74
3,53
C
Valve group for starting system
461
10
2
10
2
10
2
10
2
A
Valve group to the reversing blockage
461
20,22
3,53
20,22
3,53
20,22
3,53
20,22
3,53
A
Valve group on the gear box
461
4,42
2,62
4,42
2,62
4,42
2,62
4,42
2,62
Bp;lr;nn nil monitorina
461
9,19
2,62
9,19
2,62
9,19
2,62
9,19
2,62
A
Safety shut-down device (intermediate piece)
532
72,62
3,53
72,62
3,53
72,62
3,53
72,62
3,53
B
Made by Westinqhouse
tiade by We!'\tinf}house
Safety shut-down device (valve plate)
532
4 42
2,62
4,42
2,62
4,42
2,62
4,42
2,62
Actuator oi stan
558
139,07
5,33
170,82
5,33
183,52
5,33
196,22
5,33
A
Fuel pump relief valve
558
66,27
3,53
66,27
3,53
66,27
3,53
66,27
3,53
B"
Relief valve indicator
558
21,89
2,62
21,89
2,62
21,89
2,62
21,89
2,62
B"
Regulating linkage air cylinder
581
72,62
3,53
72,62
3,53
72,62
3,53
72,62
3,53
B
,
646
210
8
210
8
210
8
210
8
A
Scavenge air cooler Type GEA
660
849
10
849
10
849
10
849
10
A
Scavenge air cooler Type GEA
660
741
10
741
10
929
10
929
10
A
Charqe air cooler Tv De SERCK
660
845
8
845
8
Quadruple lip-ring JF4 No. 7A
660
Gear pump
721
Safety valve for reciver type 224 EV
9,70
1,78
9,70
1,78
A
9,70
1,78
9,70
1,78
9 PO 31
(J1
en ~
(
(
150
3
150
3
(
150
3
150
3
A
(
I
,
=
( '--" ( cv
,(
(
(
.(
r
=
DIMENSIONS AND MATERIAL SPECIFICATIONS OF THE RUBBER RINGS Where applied
Group in Code Book
\
Dimensions
RT58 1.0.
RT68
IhlCk-
ness
I. D.
hi ckness
.1
in mm
RT76 IhickI. D. ness
a1 speeifi cations r~ateri
RT84 Thick1.0. ness
Gear pump
721
50
3
50
3
50
3
50
3
A
Cylinder lubricating pump regulation
721
26,57
3,53
26 57
3,53
26 57
3 53
26 57
3 53
A
Flow regulating valve
726
26,57
3,53
26,57
3,53
26,57
3,53
26,57
3,53
A
Throttling disc for cylinder cooling water manifold
830
145,42
189,87
6,99
189,87
6,99
32,92
3,53
32,92
3,53
Ba1 anci ng of masses (Di sc)
32,92
Chain tensioner (Bearing journal)
78,97 72,39
7 3,53 3,53
145,42 32,92
-
7 3,53
A
---.-
A
-------
-
-
-
-
-
A
85,09
5,33
-
-
-
-
A
5 33
215 27
6 99
A
= -+
--
Hydraulic pipe to exhaust valve
846
Hydraulic pipe to exhaust valve
846
139,07
5,33
170 82
6,99
189 87
Hydraulic pipe to exhaust valve
846
132 94
3 53
164 77
2 62
183 74
3 53
202 57
6 99
A
846
37,47
5,33
37,47
5,33
37,47
5,33
37,47
5,33
A
Pressure regulating valve for fuel suction and spill pipe
870
18,72
2,62
18,72
2,62
18,72
2 62
18 72
2 62
A
Fuel pipe shut-off cock
870
17 04
3,53
17,04
3,53
17 04
3 53
17 04
3 53
Vi tom Comn
Shroudi ng for fuel hi gh-pressure pi pe and fuel val ves-
870
40 64
5 33
40.64
5 33
40 64
5 33
1.0 64
5 33
B*
Shrouding for fuel high-pressure pipe and fuel valves
870
59 69
5,33
59 69
5 33
59.69
5 33
59 69
5 33
8*
9,19
2,62
9.19
2 62
9 19
2 62
9 19
2 62
A
Blow through valve to fuel injection valve
21 82
3,53
21 82
3 53
21 82
3 53
21 .82
3.53
A
Blow through valve to fuel injection valve
9,25
1,78
9,25
1,78
9,25
1,78
9,25
1,78
A
5,33
--
C5l
S~Ga"1
pipG for fuel pipe
~ontro1 element cabinet
C5l
= -+
I
--
--
-
-
'" J
Group in Code Book
DIMENSIONS A~D MATERIAL SPECIFICATIONS OF THE RUBBER RINGS Where applied ~-
in mm --
RT58 ThickI. D. ness
----
-----
Dimensions
r1aterial specifications
- - - ------
RT58 RT75 ----- - - - -RT84 -ThickThickThick1.0. I. D. I. D. ness - 1--ness --- - - - - - I- ~s-.:! ___ ----~-
1----
---
----L
~----
_______
----
.--~.
f-------
- -
1--------
._-
-
-
- --
-
-
-
--
-
--
- - --
-
1-- -
-
~----
- - -
.._"
..
.------
---
- 1----
--
~-
- - - - - - ._-_._----
---
-~-.--
-
-
--- --._---
-- 1 - - - - - - - -
-
--
1-
=
~
U1
1 - - - --
-----
--
---
--
--_.
--
--- --
-------
------ 1----- - - - - ---
- -----
Tool No.
U1
-
- -
--_._
-. ----.
-- .------
_.
- -----"
Plugs for closing off the piston cooling box (lower)
94395
25,57
3,53
25,57
3,53
37,59
3,53
37,59
3,53
A
Plugs for closing off the piston cooling box (upper)
94395
24,99
3,53
24,99
3,53
32,92
3,53
32,92
3,53
A
-
U1
co -P
I I
Required characteristics: Quality A: Synth. rubber, with high elasticity, heat resistant to at least 1000C and resistant to water, oil and fuel. Seamless moulded ring. 0 Qualitv8: Silicon rubber, with high elasticity, heat resistant to at least 150 C and resistant to water, oil and fuel. Seamless moulded rings.
(
(
--
Quality B*: Viton rings, highest heat resistance up to at least 200°C with exceptional chemical resistance QualityC:
Synth. rubber, seamless moulded rings hardness 9U·95.
(
(
Table of Contents -"-'~---------------------------------
Maintenance Instructions
Clearance Tables
Tightening Values for Bolt Connections "--"-'------------~----------------------
Weights
Maintenance Schedule
WorkSheets
ToolUsts
021/1 SULZER
"-'
RT
Cooling water
Bedplate
Intervals
Sheet
(Service hours) I
Maintenance Schedule
Component Lubri cab ng oil (engine)
Work -
Work to be carried out
1)
::...,
<...
tl Vi Vi
I
§....0 t:)
Spot test
J42
Laboratory analysis
042
a a a a ....<1J ~ ala aa a a aa Q;) C"lr <1J -e: o a lrJa I 10 V) Cl lrJ ~ \0
-'-
<1J \.J
4.1
c: c:<1J
- • •
, I
2
~
Check inhibitor concentration
(according to supplier's instructions)
Check holding-down bolt tension metal chocks synthetics chocks
For the ~irst time af ter 1500 110
1
Check thrust bolt tension (retension if necessary)
117
2
Remove and inspect main bearings
117
Remove and inspect lower bearing shells
117
5
Check both axial and radial clearance
120
1
Check that bottom drain hole is clear
120
1
Remove and inspect thrust bearing segments
120
2 According to classifi cation society
•
•
Main bearings
Thrust bearing
•
According to classifi ~,4 cation society
•
• •
I
..........
Tie ro ds
Check tension, retension if necessary
190
Cyli nder jacket
Check the condition of the water guide ring and the water spaces
211
I
I
I
I
I
I
Initially after one year, thereafter every four years. I I I I I I I Always after removal of acyl inder 1iner
I I
I I
Cyli nder 1i ner
L.B.
I.
1 At each piston with-
Determine the bore wear (in situ)
214
Remove cylinder liners
214
2
Remove wear ridge from bore
214
4 At each piston wi th-.
Reworking the edges of the scavenging ports
214
4
Re-cut the lubrication grooves
214
4
Replace rubber rings
214
3 Every time before re fitting
drawal
I I I I I I drawal
IIIII
• •
1.89
021-2
RT
Maintenance Schedule Q ::J 0
Component
Work to be carried out
Lubricating quills Check for correct functioning and accumul ator
a~d
tightness
....
0
215
..... Q.l
III
.c::.
V)
a a aa a a a a~ a C) a a C) co I a It) C") I It) It)
'-a-
~
231
0 Vl Vl
Q.l
u
\Q
Fue1 injector
I
I
I
I
I
I
I
I
I
I
270
1 At each piston IIi· t h drallal
Clean sealing face for the fuel injectors in the cylinder head, re-machine seat if necessary
271
4
272 272 272 272
Before starting the engine after an-exten1 ded stop 2 3 4
Check tightness of all external connections
• • •
••
rom time to time 1
•
Cylinder head relief valve
Test, dismantle, reassemble and adjust
274
1
•
Exhaust outl et va1ve
Overhaul and regri~g the valve seai and spindle by machine if neiessary.-All overhi~l-\Iork must be recorded on the sheet 'Exhaust Valve Record', form 4-107.044.059 -1/-2. Checking the piston seal ring in the air-cylinder casing and the rod seal ri nQ in the Qui de bush.
275
2-4
•
Measure crank deflections (in any case if vessel has gone aground]
310
1
Viscous torsional vibration damper
Remove a silicon fluid sample
313
2
Axial damper
Dismantling and assembling checking the throttling nozzles
314
1
L. B.
~
LD cY)
1 every time a piston is lIithdralin
Fuel the pipe before the valve IIhile the engine is running. If it is hot, the 'valve has to be dis mantled 273 Remove one starting valve and dismantle (random ch eck). (Depending on its condition, determine the time schedule for overhauling the remaining valves)
Crankshaft
Q.l
I
Inspect combustion chamber
Test spray (dependent on the fuel treatment) Clean and overhaul injector nozzles Lap the contact faces of the nozzle ho1de r Checking a circulating valves
Starti ng val ve
c:
~
I
Cylinder head
(\J
c:
1 At each pi ston IIi th drallal I
Clean rings and determine lIear (fit nell parts as necessary)
~
<:) <:) <:) <:)
- -
CJ
I
Piston rod glands
,
Intervals 1) (Service hours)
Work Sheet
SULZER
• • • • • 10.85
021-3
Work Sheet
SULZER
RT
Intervals
~
1)
(Service hours)
;; Vi Vi
Maintenance Schedule
ClJ
C C
Q>
Component
~
Work to be carried out Check oil level, top up oil if necessary. Check oil condition and charge oil if necessary
320
Check bearing clearances
330
Inspect bearings and replace if necessary
330 14,~
*Removal and fitting of a connecting rod
330
6
Guide shoes
Check running clearances
332
1
Crosshead pins
*Remove crosshead when the piston has been remo ved
337
3
Working pi ston
Withdraw, clean and measure grooves Checking the piston top surface Open up cooling spaces and clean (at least one piston annually) Check tightness after re-assembly Visually check through the scavenge ports (Enter charge air receiver and turn crankshaft with turning gear)
Turning gear
Upper and lower connecting rod bearings
Working piston
Align the piston cooling telescopic pipes
Pi ston rings
Remove, clean and determine wear. Fit new rings if necessary
Each time before use
•
340 340 340 340
•
1
Piston underside
• •
•
1,3 4 5
•
•
6 (on1 y when it has been di smant1 ed)
• 342
342
Remove stand pipes and check condition of the guide bushes
360
Dismantle telescopic pipe glands, clean and de termine wear
362
Check the condition of the spaces and clean
• •
(only after they have been refitted)
.I 1 T. T J) I At each plston wlth dra lIa1 I
Pi ston cool i ng
I·
I
I
1111 I I I at each piston wfth drawa1
I I
I I I I I
at each piston with dr.a\l~ 1
•
021/4
SULZER
RT'
Work-
Intervals
Sheet
(Service hours)
Maintenance Schedule g. .... ..:... ~ Clo-tJ t:> <1J
Component Camshaft driving gearwheel s
Work to be carried out
0
C1l
Check condition of the teeth
410
1
Check backlash and bearing clearance of the intermediate wheel
410
1
*Remove intermediate wheel
410
2
*Replacement of the 2-piece gearwheel on the crankshaft ,thrust bearing collar
410
3
C) C)
lJ")
a a
C) Co) C)
lJ")
~
C) C) C)
1)
C) C) C) C) ~
r
-
lJ")
~
"tJ
V) V)
C1l
0 0 0 0
u
I LD
~
<;j
(Y')
ClJ
c: c:<1J
• •
•
•
•
Camshaft bearings
Oetemine bearing clearance (see Table of Clearances 012/10)
Reversing servo mo tor
*Remove
420
2
Fuel cams
Inspect running surfaces
421
1
Actuator cams
Inspect running surfaces
421
1
Starting control .. air distributor
Oi smantl e, cl ean and inspect Check pilot valves for easy movement
430
1
Starti ng ai r shut off valve
Vent Oi smantl e, cl ean and inspect (seat" and spring in particular)
432
Check performance
432
After each manoeuvring 1 period 1
Running direction safeguard
~heck performance
453
1
Shut-down servo mo tor
Dismantle and clean
455
1
Check oil 1evel
510 510
1 1
WOODWARD governor
(top up if necessary}
~harge oil (flush out casing)
L.B.
•
• •
• ._-.
•
•
• • • •
",-./
021/5
RT Component
Fuel injection pumps
Charge air recei ver
0
~
Work to be carried out
l:)
Clean, remove and inspect valves Check timing and re-adjust if necessary Lubricate articulated joints of regulating linkage *Lap sealing faces for the valve covers Check and -adjust relief valves
551 551 551
charger
Wash the compressor during service (every 25 to 75 running hours)
-..-
> L Q) CI)
Q)
(./)
Wash the turbine during service (every 250 to 1000 hours) Clean
( 6p
'" e
CI)
c:
Q)
CI)
c:: or-
0
'"
U
+-'
c:
650 1
0
c: .~
u
-+-'
L
•
I
'" e
660 1 initially weekly
CI)
C
0
r-
'"
='
c::::
at standstill (air side) P max. : 300 mm WG)
660 1
Clean the inside of the water tubes
660 2
Remove cooler for general cleaning
660
(6
•
•
:::0
CI)
c:
.,....
C~ean
•
'"c: '"e
I
>
Q)
•
:::o~
L CI)
:::J
(.I)
• •
U
......
Q)
• • • • •
,4
654 1
CI)
~
~
c:
-+-'
L Q)
c: c:~
r-
Clean impeller and casing Clean during service (air side)
CIJ
•
1 1
640 1
~
u
650 1 •
Q)
-+-'
..
I . R_
<.0
Vl Vl
CI)
-.-
> L
max, : lQO mm WG)
I
L
or
en
Charge air cooler
~
0
I
~
.,....
Q) Q)
Auxiliary blower
0
c c c c c c co l'\iI c lI") C I lI") .... lI") .... C
640 1 640 2
CI) Q)
u
Air filter
0Cl
C C C
:::.... ....
u
-+-'
Q)
Exhaust gas turbo charger
~
~
~
551 2 551 3
Observe outlet of the permanent drains Inspect, clean and recondition non-return valves (or replace them with either a new or cleaned set)
•
gas turbo
CIJ
530 1
Clean receiver Check and clean the water separator elements
E~haust
.....
C C
Ois~,antle,
clean and inspect (replace round rubber rings if necessary)
1)
IService hours)
Maintenance Schedule g.
Safety cut-out device
Intervals
Work Sheet
SULZER
3
• • • • 1. 89
021/5 SULZER
Maintenance Schedule
Work Sheet
Interval s 1) (Servi ce ho urs) >0 L
RT
Component
Work to be carried out
a.
-<-'
'"
'"'"
0 L
--'=
=
en
1
Cyl inder 1ubri ca to rs
Drain casings and wash out
721
P.T.O.-gear trans mission
Check conditions of teeth; establish back-lash and bearing clearances (compare with clearance table 012/9a) external checking for oil leakage and cl ear vents
740 n , i
Di smantel coupl ing, inspect, clean and replace all seal rings Overhaul, or replace spring stacks respecti vel y
740
with Gei sl inger coupl i ng
{
Efficiency-Booster
Check oil 1evel in hydro coupling (if necessary
refill with oill.
Check rubber pads of flex. pad coupling
(replace if condition demands it).
Analyse the oil of the hydro coupl i ng (renew if
condition demands it).
-
>0 ~ .~
a a a co
0 0
= '-"
00 00 '-" 0 ~
('V")
I
u:J
750
1
750
1
• •
with Geislinger coupl i ng
L. B.
'" '-" I
~
'"c c
"""""I
'" =
'-"
--'=
C"Y)
• I
• • •
Planetary gearbox of power turbine, have it over~;
hauled at manufacturer works as instructed by the
them every 16'000 hours.
Balancer
-a
-a
•
Turbine part of power turbine, check every 8'000
hours in acc. with manufacturer instructions.
ori vee1em ent s
'"u
00 00
•
3
1
c
•
• 750
a
Check function of shut-off flap (in case of bad
operating condo every 3'000 hours).
750
2
Gneck function of angle valve (in case of bad
operating conditions every 3'000 hours).
750
2
Wash power turbine during operation (Depending on
operating conditions every 250 till 1'ODD
operating hours).
751
Re-tension roller chain (After fi Hi ng a new chain first time at 500 op. hours) • Measure roller chain stretching (if req. replac ing roller chainl. (See group 740).
770
• • •
1
• •
12.89
021/7
RT Component
Work to be carried out
g. ...a
(:)
811
Hydraulic Conduits t 0.'£ xhaus t val ve
Reconditioning the sealing surfaces
846
Starting air pipes
Drain (water)
Pressure gauges and pyrometers
Compare with master instrument and adjust
Fuel and 1ubricat ing oil filters
Clean or exchange filter inserts. (Depending on the make observe the supplier1s special instruc ti ons)
...:....
1)
(Service hours)
Maintenance Schedule
Check the condition of the exhaust pipe mounting bolted connections Cl~an the sliding surfaces and inspect for wear Check pre-tension of tie rods on RT76 and 84 en gines (see sheet 013/2)
Exhaust pipe
Intervals
Work Sheet
SULZER
~ :.., OJ::::
C)
C) C)
C) C)
-C. a C) Ie) C) l.I) Cl Ie) " C'1
'I
C) C) C)
co I
<0
C)
VI til
C) C) C) C) C'\j I
lJ QJ
c
C
~
~
• •
•
•
1
Before 'and after every manoeuvring peri od
•
•
•
The indicated intervals 1) must be taken as guide only. Exoerience must show ~hether these intervals can be extended or must be shortened, as operating modes, quality of fuel and lubricating oils used as well as iJany other fadors infl uence the condi bon of engine components. On the engine sedional drawings, sheet 004/1 and -2, those parts are r.larked with group numbers, under which so-called 'work-sheets ' are found in the corresponding book section. Of the following engine components 'work sheets' exist, although these parts are not marked on the sec tional drawings: Work sheet Enaine CO~Donent Lubricating quills and accumulators Vibration damper Axial damper Turning gear / Starting control air distributor Rotation di redion safeguard Shut-do~n servomotor Speed governor Safety cut-out device P.T.O. Gearbox Efficiency-Booster
215/1 313/2 314/1 320/1 430/1 453/1 455/1 510/1 530/1 740/1;3 750/1 +2
Remark! The maintenance work r.larked in the column "work to be carried out" with* must not be carried out periodi cally, but only when required. The respective work sheet' serves as information only.
L. B.
11.86
Table of Contents -""-"--------------------------------- Ma.intenance Instructions
Clearance Tables
Tightening Values for Bolt Connections
Weights
Maintenance Schedule
WorkSheets
ToolUsts
SULZER
Checking of Lubricating oil by scot test
R-MOT.
GROUP
042
SHEET
I
Even the best lsbricating oil ages and becomes dirty in service. Conse~ quently, it has to monitored and cared for. A simpl e method for checking the condition of the oil is the so-called spot test.
'Jo'''''''~' . '
:,:'.'.,
.~~,
.
.
.
. '\
.,
•
Such a test should be carried out approximately every 500 service hours, by proceeding as follows:
'~"~
'" "', .
~
.,.
.".
2
- When the oil has its normal service temperature and the oil pump is running, some oil should be drained from a cock in the oil piping system in order to clean the cock from dirt collected possibly in it. Newer engines are fitted with a cock to the left of the camshaf drive bearing housing for taking oil samples. - Only then should the oil necessary for the test be filled in a clean container (preferably glass). - Shake the container with oil sample well. - Dip a clean glass or metal rod (diam. = 3 to 5 mm) into the oil and let a drop fall in the middle of the filter paper. - Allow the filter paper to remain in a horizontal position at normal room temperature for some hours (if possible on a hollow pad to ensure that the filter paper with the spot moistened with oil does not get into contact with any other matter). - In order to enable comparisons, the same filter paper quality should always be used (obtainable from oil firms). From the five spot tests shown at left, the gradual increase of oil contamination can be seen clearly.
• •
Test 1 and 2: The drop is from an oil having only very few running hours. The dark spot is not very sharply outlined showing the oil is still in good cond iti on.
3
Test 3: The drop is from an oil which was already in service for a relatively long time. Asharply outlined black spot is clearly visible, compared to the normal, bright colour of the oil. This oil can, hOlever, still be left in service. Test 4: This test already shols a clearly limited black zone in the centre. Oil which produces such a picture should be analysed. Acer tain improvement could be obtained by replacing a part of the used oil by new oil.
4
Test 5: Oil which produces such a picture must be analysed at once by a laboratory. The analysis will show a too high degree of contamination. Such oil must be replaced as soon as possible. (see sheet 042/2). We recommend gluing the spot tests on a sheet of paper in the sequence of the samples taken in order that the progress of contamination can be clearly seen. For each spot test, indications regarding date of taking, running hours, etc. should be recorded. The more experience one gets lith such spot tests, the better the capability of judgement.
5
Note: The pictures of the oil samples here are only valid for pure mineral oil, such as that usually employed for cross head engines. They are not typical for heavy duty oils (oils with deterging and disperging additives).
4.83
SULZER
Taking Oil Samples for Laboratory Analysis
RT
Group:
042
2 '-"
Sheet:
In intervals of abt. 3'000 operating hours a sample should be taken of the engine oil and sent to a laboratory for an analysis. The oil sample is taken in the same manner as desribed on sheet 042/1. The receptacle with the sample of oil must be marked for the laboratory with the following information:
-
Ships name or name of plant
-
Engine type
-
Engine serial number
-
Date of sampling
-
Operating hours of oil and of engine
-
Oil brand and quality
Oil Inspection: The condition of the lubricating oil charge or its alteration during operation can be inspected on the basis of a few analysis data. With regular checks a deterioration can be detected at an early stage and remedial measures put in motion. The following indications for limit values are to be taken as guiding ones, which should not be exceeded in service, and in the case of the flash point not to fall below.
Flash point
above
180°C
Alteration of viscosity
within
-10% and +20% of the fresh oil
Non soluble
below
0,5%
Water content
below
0,5%
SAN
none
,..../
Should any of these limit values be reached, measures must be taken to bring the lubricating oil back to within the normal conditions. This can be achieved e.g. by increased separation (Purificator), treatment in a renova ting tank or by partial replacement of the oil charge in the engine. We recommend consulting the oil suppliers as well in such cases.
L.B.
1.89
SULZER
Group:
BEDPLATE
RT
Checking the Foundation Bolts
Tool s:
Sheet:
110 1
Kev to Drawing
Pre-tensioning jack High-pressure oil pump High-pressure hose Feeler gauge
94145 94931 94935 94122
.------,
( I
) \.
I
1 2 3 4 5 5 7
M
Reli ef val ve Vent screw Draw nut Pis to n Distance sl eeve Nut Bedpl ate
8 9
10 11 K M
P R
V y
Foundation bol t Chock Ship's foundation Nut Checki ng hol e Pressure gauge High-pressure oil pump Tommy bar Relief valve Measuring point
The foundation bolts should be checked at long inter val s for t:ghtness, e.g. during an overhaul. (see group 021 sheet 1) Follow the instructions given on sheet 94D/Dd "General Instructions for Use" for hydraulic pre-tensioning jacks on bolted connections.
'----'
Procedure: - Tension the foundation bolts with a pressure of X* bar and keep this pressure constant until a check has been made by inserting a feeler gauge through the checking hole 'K' to see if there is any clearance between nut 6 and the bedplate.
8
I
"-.../
9
1-107.197.065
- If there is no clearance, it means that the tight ness has remained the same. The pressure can there fore be released and the pre-tensioning jack removed. However, should clearance be found, nut 6 has to be ti ghtened with the ai d of the tommy bar 'R' until it lands whilst maintainig a pre-tensioning pressure of X* bar (check clearance with a feeler gauge). After wards release the pressure and remove the pre-ten sioning jack. Note: Should there still be clearance between nut 6 and the bedplate 7 with a pre-tensioning pressure of x* bar, and the nut cannot be turned, it means that it is sei zed on the foundation bolt. It therefore has first to be freed. Afterwards tension the affected foundation bolt again with X* bar and tighten the nut down fully (after having previously smeared the thread with 'Moly kote' grease). X*; 600 bar for Metal chocks X*; 600 bar for Synthetic material chocks
Slackening off foundation bolts Attention: To slacken off, the tensioning jack must be set onto the bolt in such a way that there is a clearance of approx. 2 mm at 'Y' between the distance sleeve and the draw nut before starting to tension the foundation bolt. If not done, it will not be possible to remove the pre-tensioning jack later. The tension the foundation bolts with about X*+ 20 bar and turn the nut 6 back by one turn. After releasing the pressure to '0', remove the pretensioning jack and afterwards the nut. 1
an
Engine fixation
RTA 58~84/ RTA 84 M
Engine seated on metallic chocks
Fitted holding-down bolt
Bedplate
I
(
'\
RTA 58784/ RTA 84 M
......
Q
Engine seated on Epoxy resin chocks
Section I-I
Bedplate
Tank top
.. - - -_.
~I
Engine fixation
(
Epoxy resin chock
(
'Tank top
I. -107197075
I~
(
SULZER
RT
MAIN BEARING
Group:
Loosening and Tightening of Bearing Thrust Bolts Key to Drawing
Tool s: Tommy bar Special feeler gauge Depth gauge High-pressure oil pump 3 Pressure gauges (up to 1000 bar) 2 Connecting pieces High-pressure hoses Pair flat pliers Open end spanner to pos. 9
Sheet:
117 2
94115 94123 94126 94931
1 Thrust bo 1ts 9 2 Engine frame centre 1a piece 3 Bearing cover 11 4 Vent val ve 5 Locking wire 13 D 6 Locating screw V 7 Cy1 i nder 8 Nut
94932 94933 94935
Mi 11 ed faces to hold with open end spanner Piston sealing ring Locking wire Shims Pressure chamber Re1 ease val ve
2
11
1
n
::N~~~I~ I
9 /3
I
.
//
~
~ L~*~.~;;~ _~=~ I"~
-t=.lk/
V
.l[_~
9'931
'~'13 2-107.156.246
Attention: Loosening and tightening of bearing thrust bolts may only be done if tie rods are ti htened accordin to instructions. The thrust bolts are designed in such a way that they can be loosened and tightened hydraulically. The tools delivered with the engine are to be used for this purpose.
I P
1.RfJ
117/2a L0
0
sen i n g
RT the Thrust Bolts
Procedure: (see Fig. 'A') - Remove locking wire 11. Unscrew closing pl ugs for oil inlet into cyl inder 7 and replace connecting
pieces 94933.These have to be screwed in tightly. Then couple the connecting pieces to the high
pressure oi 1 pump 94931.
- Tension the thrust bolt with approx. 620 bar and maintain this pressure until both nuts 8 are
slackened by approx. 1 to 2 turns only at first. Release the pressure by opening the release valve
'V' of the pump and remove the connecting pieces 94933.
- Slacken the nuts 8 sufficiently to remove the thrust bolts. After removing the thrust bolts, close their oil inlets with the closing plugs so as to prevent any foreign matter entering the pressure chamber. Ten s ion i n g
the Thrust Bolts
Procedure: - Compare the three pressure gauges 94932 against a master gauge for accuracy. Clean the seats for the spherical thrust bolt ends on bearing cover and on the frame centre part. Check that the shims are fitted between the lower and upper bearing shells. Fit both thrust bolts and tighten their nuts 8 with tommy bar 94115 (without extension). Care must be taken beforehand that the cylinders 7 are positioned in such a manner that the connecting pieces with pressure gauges can be fitted. - Tightly screw in both connecting pieces 94933 and connect up to the oil pump with hydraulic hoses. - Measure distance 'al' and 'a2 1 with the aid of depth gauge 94126. The difference between the two distances must not exceed 0.1 mm. If necessary, the bearing cover 3 is brought into its correct po sition by means of the thrust bolts by slightly slackening nut 8 of the bolt on whose side distance la' is smaller, and by tightening the nut of the thrust bolt of the other side with a fork spanner. When tightening the nut, the thrust bolt must be held with a fork spanner. - If the difference between 'all and 'a2' is within 0.1 mm, tighten both nuts with tommy bar 94115 as far as they will go. - Remove locking wire 5 and slacken vent valve 4 slightly while operating the high-pressure oil pump until the air has escaped from the pressure chamber 10'; then tighten vent screw 4 has secure with locking wire 5. - Pump until 600 bar are shown (check that the same pressure shows on all three pressure gauges). Maintain this pressure until the nuts 8, tightened with the tommy bar 94115, make metal-to-metal contact with cylinder 7 (check for contact with feeler gauge). - Release pressure from the pump and again measure the distance 'al I and 'a2'. Should the difference exceed 0.1 mm. the thrust bolts must be loosened, the bearing cover position corrected, and the pre tensioning process repeated. - Finally, secure the nuts with locking wire 11, remove the two connecting pieces, and close the oil inlet holes with plugs. For safety's sake, check that there is sufficient vertical bearing clearan g (table of clearances 012/1) using the special feeler gauge 94123. Note: Please bear in mind that with new thrust bolts or bolts which have been dismantled, the oil level in the pump falls relatively low during pre-tensioning because the pressure chamber of the thrust bolts has to be filled first. Where a motor-driven high-pressure pump is used, the oil level must, therefore, be watched carefully in order to prevent dry-running of the pump.
L. B.
2.84
SULZER
RT
MAIN BEARING
Group:
117
Removal and Fitting of a Bearing Cover and an Upper Bearing Shell
Sheet:
3
Too 1s:
Key to Drawings
1 1 1 2
1 2 3 4 R
Suspension bracket 94111 Roller support 94117 Eye bolt M12 94113 Lifting devices, each 10 kN (1 ton) Various ropes
Plant (approx. 30x250x3000 mm)
Bearing cover Upper bearing shell Plank Wooden block Eye bolt
® -
-tt--=~~::::::::::+-l---I+,L r-r-rt-_ _ 91.117
9"" '---tt--t--
1
~~~2 1
'----+--+-- 3
2
,
.L_...JL::I:::::L
Rem
0
-----f---
0-lOi125.238"
1-101. 013.223
va
The crankshaft is to be turned so that the crank web nearest to the bearing to be removed is appro ximately in a horizontal position. After loosening and removing the bearing thrust bolts according to Sheet 117/2, the roller support 94117 and the suspension bracket 94111 are to be fitted according to Figs. 'A' and 1 0'. Using a rope and a lifting device, lift bearing cover only a few mi11imetres at first. Should the upper bearing shell also be lifted, lightly tap both sides of the bearing shoulder with a piece of wood or a lead hammer in order to separate the bearing shell from the cover. Now lift bearing cover (without bearing shell) high enough for it to be moved along the engine with a second rope and lifting device. Deposit it on a plank which should rest on the crank web and be supported by a wooden block at the outside end (see Figs. lA' and 'B'). Sliding it along the plank, the bearing cover is taken out of the engine by means of lifting devices as shown in Fig. 'cr.
L.B.
nI
l17/3a
sa~e or~ced~re
f~11
jee nab :0 te lowed for :~e remove: of t:eJc- 1 _ per tearira snell. To 0010 it, 1 "owever, an eye to It 'R' ~ ~ L '----'/ be screwed irto t~e r~readed ·0 1e or the crowr Jf the Dear: ,g shell cac'o. Lift ere teari ng s~iell usi rg wi re rope over Fe roller suppcd ar:d a liftir.g de vice ard re~ove it from the crankcase (see Fig. 'D' .
94117 ---#---._ 94111--tt--~~-*----.J~
l-J-------trT: 3--41---~
Fitting When fi Hi ng beari ng shell ard bearing cover, the procedure for removal is to be followed in re verse. Pi ease make sure that: - care is taken that the parts do not get damaged, - no di rt seUl es on the beari ng pin or the back of the bearing shell,
1-107073223
the bearing pin is clean and
liberally oiled before the
bearing shell is fitted,
- the back of the bearing shell and the bore of the bearing co ver are clean and free of oil! For alignment of the bearing co ver and tensioning of the thrust bolts, note instruction sheet 11 7/2.
@ 94111 1
94113
'
2 , ,
I
----L_ _
L.B.
+-_
I,
1-107.197. 554
--1-
2.84
"-../
SULZER
RT
MAIN BEARING Removal and Fitting of the Bearing Cover and Stopper Bridge in the Thrust Bearing Assembly
Tools: 1 1 1 2
Suspension clamp Roller support Eye bo 1t Lifting devices of 10 kN [It) each
Group: Sheet:
117 4
Key to Drawing 94111 94117
1 la 2 2a 3 4
Bearing cover (wide) R Eye bolt Bearing cover (narrow) Upper bearing shell (wide) Upper bearing shell (narrow) Oil catcher upper part Stopper bridge
Removal For the removal of the 'wider' bearing cover, refer to the instructions given on Sheet 3 of Group 117. The removal of the 'narrow' bearing cover in the thrust bearing assembly is made easier if the stopper bridge 4 (drive side) is first removed (see also Group 120, Sheets 2 and 2a). By means of a lifting device the bearing cover can then be brought into the space thus created (see Fig.) and from there re moved sideways out of the gearbox double column.
0-107.197.657
Fitting Fitting of the bearing cover follows the removal procedure only in reverse order, whereby the instruc tions on Sheet 3a of Group 117 also apply.
L.B.
5.84
SULZER
MAIN BEARINGS Removal and Fitting of a Lower Bearing Shell
RT
Tools:
Group:
117
Sheet:
5
Key to Drawings
Eye bolt Roller support Device for turning out the bearing she 11 2 Wi re ropes 1 Support 1 High-pressure oil pump with hoses, etc. 2 Hydraulic jacks 230 kN (23 tons) 1 Clock gauge with magnetic stand
9411 3 94117 94118
1 Crankshaft 2 Lower bearing shell
* Note: The support 94141 is intended to be used for the removal of broad bearing shells. It can, however, al so be used for the narrow bearing in way of the thrust block with the aid of another jack. This is placed outside the engine beneath the crankshaft flange.
94119 94141 94931 94936
P--t7l-~!L,~~~:::jl--9"'7---tttp:jj..4.----j. _"-----+-----:----\1.-------:::::,-
9'"9 9'"8
1
9'936
/
1· 107.197.351
Prior to removal of a lower bearing shell, the thrust bolts, the bearing cover, and the upper bearing shell of the bearing concerned must be removed according to the instructions on sheets 117/2 and 117/3.
L.B.
2. 4
117/5a
RT
The following instructions are val id for all main bearings, i.e. al so for the narrow one in way of the thrust block. Removal Turn the engine until the undersides of the rel evant pair of crank web s 1i e parall el with the bed plate separating face. - Fit a clock gauge (if possible, with magnetic stand) above a crank web near the bearing to be re moved and set to '0'. Fit device 94118 to a separating face of the lower bearing shell, using the special Allan key from the tool kit. - Attach a wire rope to one of the short hooks of device 94118 and guide it outwards alongside the bearing shoulder to the opposite side and further on over the roller support 94117 (if necessary, two wire ropes may be used). - Using the hydraulic jacks, arranged on the support 94141 as shown on the illustration, the crank of the bearing to be removed is lifted 0.1 to 0.15 mm. This amount has to be checked on the clock gauge. Keep pressure constant! ~
Remove the bearing shell by pulling on the wire rope. Once the bearing shell rests on top of the crank pin, the wire rope is removed and the eye bolt 94113 screwed into the back of the bearing shell. The bearing shell can now be lifted and removed from the engine (see sheet 117/3). Note: Two neighbouring lower shells must never be turned Qut at the same time. Fitting Prior to fitting the lower bearing shell, its back is to be coated only lightly with Molykote paste G. The crank pin and the inner face of the bearing shell should be liberally coated with clean lubri cating oil. Check that the bearing saddle bore is clean and undamaged! Put bearing shell on top of the crank pin, using eye bolt 94113 and roller support 94117, i.e. in reverse sequence from removal according to sheet 117/3. Make sure that the bearing numbers corres pond with those on the bearing saddle. - Remove the eye bolt and, should the crankshaft have been lowered, lift it again by 0.1 to 0.15 mm. - Slide in bearing shell until the separating faces have the same distance on both sides from the top face of the bedplate (check with depth gauge). Release pressure from the pump and remove all the tools from the engine. Attention: Should the crank web deflection be measured before the upper bearing shell and the bearing cover are fitted, care must be taken that the lower bearing shell does not turn. It should be blocked with suitable pieces of wood.
1.B.
3.86
SULZER THRUST BEARING
RT
Checking the Axial Clearance
Group:
120
Sheet:
1
Tool s: Inside micrometer Feeler gauge Clock gauge with magnetic stand
94101 94238
-
1 Flywheel coupling flange 2 Upper part of oil catcher
'ffl--.--+I--.+-~~.----l--
3 4,4a 5 6 7
End casing (drive end) Stopper bridge Thrust bearing collar Crankshaft I Astern I thrust bear ing pads 7a 'Ahead' thrust bearing pads S Axial clearance X Check dimension
-I-I-----l4+----f
1
Schub - - . -+'-;-;';"'»4.;..;
THRUST Check that the drill ing is clear every 6-8000 running hour~.
1-107.159.075
L.B.
2.84
RT
120/1a
Should the classification society demand measurir,g of axial clearance of the thrust bearing flange in the thrust bearing, or should other reasons call for it, this can be done in various ways: Method 1 The total displacement which results from pushing the crankshaft axially both ways until it contacts the thrust bearing pads "Ahead" and "Astern", is measured with a clock gauge. This is -then checked against the figure marked on the sheet "Checking Dimensions" in the engine documents supplied. A possible increase against the nominal figure signifies we~r of the thrust bearing pads. O. 8 ~ 1.2
(RT 58 - 84)
0.7+ 1.26
(RT 38 / 48)
New clearance =
Method 2 The crankshaft is displaced axially until it rests on the engine side thrust bearing pads ('Ahead') and is then fixed in this position. The distance between the flywheel coupling flange and the upper part of the oil catcher is measured with an inside micrometer at the position indicated (see Fig. IB'l. The amount by which the distance 'X' is smaller than that given on the sheet "Checking Dimensions" corres ponds to the wear of the engine side thrust bearing pads ('Ahead'l. By displacing the crankshaft axially until it rests on the thrust bearing pads for 'Astern'. the inside micrometer can be used to determine the total axial clearance as well.
®
2
3
6
94101
SULZER
RT 76 84
THRUST BEARING
Group:
120
Removal and Fitting of Thrust Bearing
Sheet:
2
Tools:
Key to illustrations
Carrier lug with nut Turning-out device Eye bo 1t M16
Ass. sp,",r
4 T 8 RT76 94155 for { 4 T 7 RT84
19
94155a for 18
T
T
s,t~
12 RT76 12 RT84
1,la Shims 7 Retaining clamp 2,2a Thrust bearing pads 8 Oil pipe 3 Split gear wheelan 9,9a Retaining plate thrust bearing flange 10 Screws 4 Screws S Nut for 94155 5 Screws with spacer sleeves OF Thrust bearing flange 6 Claddings W Drilling for inserting carrier lug 94155
.&:.
11-11
3-107.198.871
5
2120
®
I-I
5 W
10
1
,.--
2
20
94155
3
1-107.195.533
LA')
120/2a
RT76/84
Re.moval Should it become necessary to remove thrust bearing pads, teh retaining clamps 7 of the respective row of thrust bearing pads must be removed. To reach these, remove the oil pipes 8 and the two claddings 5, then the retaining clamps 7 can be removed on the required side. (See Fig. 'A'l
The access to the thrust bearing pads being now freed by the removal of the above mentioned parts, in
sert the carrier lug 94155 into the drilling 'WI of the split gear wheel 3 on the thrust bearing flange
and fasten it with the nut'S' (by only light tightening) in its position. (Fig. '8 1 )
Turn the crankshaft with the aid of the turning gear, thus pushing the thrust bearing pads out, where
they can be singly removed. To pick up the pads use the eye screw.
On engines 9 to 12 RT75 and 8 to 12 RT84 the turning-out device 94155a is to be used for the removal of
thrust bearing pads, as shown by Fig. 'cr. In this case the turning-out device is to be placed onto the
thrust flange as shown and tightened by means of two screws 10.
The crankshaft is then to be turned with the turning machine until an eyebolt can be screwed in to a pad
which then can be lifted up and taken away.
Remark: Generally only individual thrust bearing pads for the 'AHEAD' operation must be replaced so that the crankshaft remains in its proper position. Should it however happen that III the thrust bea ring pads of the 'ASTERN'- operation have to be removed, care must be taken that the crankshaft does not shift from its proper position. This might happen for example if the ship is heavily stern trimmed. (To avoid such a shifting, insert a hard wood plate of the same t~ickness as the pads in the place of the thrust bearing pads). When all the pads which require removing are out, the carrier lug 94155 must be removed and strored away. This tool is not required for fitting the thrust bearing pads. Fitting Make absolutely sure that all the thrust bearing pads are meticulously clean and smeared with fresh en gine oil; the thrust bearing pads must each be replaced in its original position, note the numbering of the individual pads. Please also refer to following sheets for the arrangement of thrust bearing pads on engine with rigid propellers and controllable pitch propellers respectively. Fitting the thrust bearing pads for the 'AHEAD'- operation should pose no problems i.e. the thrust bea ring pads con be pushed in by hand, as the crankshaft in a stern trimmed ship rests against the 'ASTERN' thrust bearing pads. With all the thrust bearing pads in position the end ones on the fuel pump side and on the exhaust side must protrude by the same distance over the upper edge of the bedplate; the retain ing clamps 7 can now be re-fitted. When fitting the thrust bearing pads for the 'ASTERN'- operation it may be necessary to slide the crank shaft axially towards- -the free end- in order to obtain the space necessary to insert the pads. Attention! When inserting individual new or remetalled thrust bearing pads, ascertain that their thickness (final dimension) corresponds exactly to their adjacent one's. When replacing a complete row of new or remetalled thrust bearing pads the clearance must be adjusted to the original values (as shown in the clearance tables 012/1) (by using the inside micrometer tool No. 94151 as shown on sheet 120/1).
~
120/2c
RT
~ '-
Anordnung der Orucklagerkl6fze fur Moforen mit VERSTELLPROPELLER Arrangemenf for flvusf pads of engines wifh CONTROLLABLE PITCH PROPELLER luri,iclt O$/ern
voralJ$ ahead
~ rechfsdrehender Mofor
clockwise rotating engine
Auf/agefldcne Support surface
AuflogeflOche
Support Stlfoce
Antdebs.". Driving end
Molorsei/e Engine end
PrapeNerscni,b ·5·
Propeller IhrJsl "S·
"5" ahead
looking from driving end pads on driving end
-----
"5" voraus
\
-
von Anfriebseife gesehen KI6fze auf Anfriebseife
~
--J-
von Anfriebseife gesehen Klofze auf Moforseife looking from driving end pads on engine end
"5" zuruck
··S'·osl"",n
KlOt. . fUr -Zuriick Pads for "astern-
KlOI;ce fiir ·Vorous· Pads for "ahoad"
.~ -~
zuruck
VOI'OUS
astwn
anead
~ linksdrehender Motor counfer clockwise
rotating engine
Auflageflache Support sur/ace
Auflagefliiche Supporl surface
2-107,159,094
Ie 2.81,
RT
120/2b
~
Anordn
zuriick
aheod
ostflrn
~ rechtsdrehender Motor
clockwise rotating engine
.~
Auf/oge/lOch. Support surface
AuflogefloCM $Upperl surface
Anlrlt}bsede {)rIVing
end
Molorselle
Engine end
PrO()f!lIersclMJb "5"
Propeler //rus/ -S"
I'on Antriebseite gesehen Klotze auf Antriebseite
~S"
"orous
"S·· ahead
..
looking from driving end pads on driving end
von Antriebseite gesehen Ktotze auf Motorseite
-
looking from driving end pads on engine end
·S· lunicl<
"5" astern
Klo/ze /ii "Zuriicl<" Pods lor -aslern"
----\
Kl6tze IUr "Voraus" Faas lor "ohead"
i.
....orous
zurUCK
astern
ahead
~
~
tinksdrehender Motor counfer clockwise
rotating engine
Auf/age/ldcM
Suppor' surface
Auf/agef/oche Support sur/ace
2-107.159.093
2.84
SULZER
TIE
RT
ROD
Tensioning of Tie Rods and Checking the Pre-tension
Tool s:
Group:
190
Sheet:
1
Key to Drawings
2 Pre-tensioning jacks 1 High-pressure oil purn p 3 Pressure gauges 2 Connecting pieces 1 High-pressure hose
10
94180 94931 94932 94933 94935
1 2 3 4 5
Cyl i nder jacket Intermediate ring Upper tie rod nut Bolt Lower part of cyli nder 5 Cylinder 7 Pi stan 8 Fl ange ri ng 9 "Belleville" washer lOBo It 11 Vent screw 12 Tommy bar 13 Ti e ro d 14 Bolt 15 Protecting hood 15 Bore for solvent
94933
17 18 19 20 21 22 23 24 25 25 AN K S
V X Y Z
Clamping screw
Column
Bedplate Rubber ring Lower intermediate ring Lower nut Set screw Locking plate 2-piece bush Screw for 25 Drainage groove Checking slot Measuring point Vent valve Measure of elongation Measuring point Checking point
11
o
9
94932 8 Z
",.
94933
I
94180
7
6 5
94932
3
949340 94935
94931 y
V 94934
Gezeichnet fur RT 58 DRAWN FOR RT 58
2 1
1-107.185.529
We recommend that all tie rods be checked for correct pre-tension after the first year of service
of the engine and, if necessary, be pre-tensioned to the value specified. After that, it is suffi
cient to make random checks during a major overhaul.
When making such checks, it is ~ necessary to slacken the main bearing thrust bolts or the clamping
screw of the tie rod.
L.B.
?RL1
... l ....
130jla Checking the Fre-tersion of Tie Rods Procedure: _ Remove the threed-proteeting hoods 15 fro" all tie rods 2rd cle2rl the coded face of the interme diate ring 2. _ Screw both pre-tensioning jacks onto two tie rods lying opposite eech other until the lower part of the cylinder 5 rests on the intermediate ring 2. If necessary, turn the whole pre-tensioning jack back a little so that the holes in the tie rod nuts are easily accessible. Slightly slec~en vent screws 11. _ Connect bot: pre-tensioning jacks with hoses to the high-pressure oil pump and operate pump until
any air present in the pre-tensioning jacks has escaped; then re-tighten vent screws.
_ Operate pump until 600 bar are reached and maintain this pressure. _ Using a feeler gauge inserted through the checking slot 'K', check at 'SI if there is any clearance between the tie rod nut 3 and the intermediate ring 2. _ If any clearance does exist, tighten the tie rod nut with tommy bar 12 until it rests firmly on the intermediate ring (check with feel er gauge) and the rel ease the pressure. If no cl earance exi sts, the pressure can immediately be released and the pre-tensioning jacks removed. All the tie rods have to be checked in this manner and, wherever necessary, the tie rod nut has to be tightened. _ After checking has been completed, the tie rod threads have to be protected against corrosion by
coating them with non-acidic grease. Afterwards, the protecting hoods must be screwed on tightly.
Note: If it is impossible to tighten the tie rod nut with the tommy bar although trere is clearance at'S', thi s means that the thread is bi ndi ng. In thi s case remove screw pl ug in bore 16 and press in some releasing agent or lubricant. Insert a strong brass or copper bar into a hole in the tie rod nut through the slotted orifice in the lower part of the cylinder and first loosen, then tighten the nut with several heavy hammer blows. Make sure, however, that the edge of the hole is not seriously deformed or it will be impossible to remove the pre-tensioning jack. Seal off the bore 16 again with the screw plug. _ After completion of the checks, the pre-tensioning tools have to be preserved and the connections
bl anked off. Thereafter they are to be dored ina safe pl ace.
Loosening and Tiohtening the Tie Rods Shoul d, for some reason or other, any ti e rods have to be removed, the foll owi ng poi nts have to be carefully observed: _ Tie rods may only be loosened or tensioned when the thrust bolts of the main bearing have been
previously loosened (see sheet 117/2).
- The clamping screws 17 must also be removed. Loosening and tensioning has to be carried out in two stages. The order in which the tie rods are to be loosened or tensioned is shown in schematic illustration (Fig. 10 1 ), i.e. in pairs, first tie rods a/a, then bib, etc.
L0
0
sen
n 0
_ The procedure for loosening the tie rods is the same as the one described above for checking pre tension, except that after being screwed down onto the intermediate ring (2) the pre-tensioning jacks must be released again by 3/4 turns so that a measurable clearance of 4.5 mm is achieved at 'yr. At this starting point connect the jacks to the high-pressure pump with the hoses and operate the pump until a pressure of 600-620 bar is reached. The tie rod nuts are now loose and can be un screwed with the tommy bar 12 until they touch the pre-tensioning jack cylinders. _ Before releasing the hydraulic pressure to zero, it is of great advantage to place a hardwood wedge under the lower tie rod nut in the bed plate, whereby the wedge will take the full weight of the tie rod. - The pre-tensioning jacks can now be removed.
L.B.
.--..,;'
190 1b Tension
RT76 ng
Initial Position and Preliminaries: - Clamp screws 17 may not be tightened. - The lower tie rod nut 22 is in position and secured by set screw 23. - Clean the seating surface of the intermediate ring 2 and of upper tie rod nut 3 and coat them with MOLYCOTE-Paste. - Coat the thread of the upper tie rod nut liberally with MOLIYCOTE-paste and screw the nut on. (Check for ease in thread). - Screw in the eye screw into the tie rod and lift tie rod carefully until the lower tie rod nut rests firmly against the bearing shield. (We recommend using a hand lifting tackle attached to the crane hook to lift the tie rod gently to its position; with the crane it is difficult to feel when the lowe nut has touched the bearing shield and a broken rope may be the result). Tighten the upper tie rod nut now with the aid of the round bar 12 till its firmly seated on the in termediate ring, remove the lifting tackle. (Now no clearance must remain between the bearing shield and the lower nut). Procedure for Tensioning. - After all above preliminaries have been completed, measure the distance 'X' on all the tie rods and record these. (See Fig.IC'). - Fit the pre-tensioning jack on both tie rods a/a, taking care that the cylinder lower part 5 rests on the intermediate ring 2 (watch for easy accessibility of one of the slotted horizontal openings needed for tightening the nut with the round bar 12~) •. - Connect the pre-tensioning jack to the high pressure oil pump with the high pressure hoses. - Open the vent screw 11 on the pre-tensioning jack slightly, actuate the HP pump and when oil flows ou close the vent screw 11 again. - Check whether at 'l')Fig.'AI) very ljttle or no clearance exists. If necessary open the relief valve on the hi gh pressure oil pump, so that the oil from the jack may fl ow back to the pump whil e the pi stons 7 are screwed onto the ti e rod until the cl earance I l' is el iminated. Thi sis very important, a otherwise the necessary pretensioning pressure cannot be attained. - Actuate the HP pump and build up a pressure of 350 bar, (l-st stage) maintain this pressure until the two upper tie rod nuts 3 have been firmly tightened onto their seating with the round bar 12. 0 en th relief valve on the HP pump and leave it open until the pressure has fallen to Izero ' and until no clearance exists at 'll. - Proceed in this manner for all the tie rods in the sequence shown at the beginning of this group, mea sure the distance 'X' and record it as IX '. (Reference value IX I -'X' = abt. 4.4 to 4.8 mm for the 1 l short ti e rods = ~5. 7 to 6.2 mm for tlie ~ tie rods) Repeat the pre-tensioning procedure, however raise the pressure to 600 bar (2.-nd stage). - Finally measure again all the dimensions 'X' and record them as 'X '. The tie rods are correctly pre 2 tensioned when, with the pre-tensioning pressure of 600 bar, a total elongation 'X2 1 - 'X' of: abt. 7.7 mm on the short tie rods abt.10.5 mm on the ~tie rod s has been obtained. - After terminating the pre-tensioning process coat the protruding portion of the tie rod threads with acid-free grease and fit the protecting caps 15. Finally all the clamping screws 17 must be firmly tightened! Follow the remark at the end of the section "Checking the ~ie Rod Pre-Tension"! ~
Remark: In place of the high pressure oil pump 94931 used together with the pre-tensioning jacks for tightening and loosening of the tie rods, for easier and quicker progress the 'Airhydraulic pumpl 94941 can be used. 1984
190/1c
RT
® DI-III
17 25
1
~,<~1
""
~,,>'>" DI
13
---
18 DI
~--...~
". "~''''', . "'-. ~.,~ ~
~'" '",~,,;
~~~>;
13
",A3a \
\\
\ \
\
1
26
17
D
19
~
19 --20
21 22 13
gezeichnet fur RT 58 DRAWN FOR RT 58
L.B.
22
23 24
Hier buendig FLUSH
0-107.195.506
5.84
RT
190/1d
@
@
13
130
/
c .~~
~~
.!! ~
.b_ C:Q::
~Cl
f
e
c
0
b
d
,-j
f
f
e
c
0
b
d
3 -107.195.507
L.B.
2.84
SULZER
RT76
CYLINDER JACKET Transport of a Cylinder Liner with Cylinder Jacket
Too 1s:
Key
1 Suspension girder 94202 2 Web supports 94203
1 2 3 4 5
Group:
211
Sheet:
1
to Illustrations:
Cylinder liner Cylinder jacket Cylinder head stud Cylinder head nut Position of the suspension pin for transport ing the end cylinders
5
Remark: For transporting the cylinder jacket alone or with fitted cylinder liner the suspension girder 94202 must be used. The two web supports 94203 are placed o~ the suspension girder to form a combination device as shown in the illustration on the left. They are tightened down with two cylinder head nuts each. This tools arangement ensures the saf positioning of the cylinder liner whi ch is important for a good seal on the landing face 'AFr.
94203 94202
3 1
2
AF 3- 107.198.424
4 94203 94202
3 -107.197.559
SULZER
68 RT 76
CYLINDER JACKET
Group:
Removal and Fitting of the Water Guide Ring
Sheet:
84
Tools:
Key to Illustration
Set of suspension ropes 94265 or Suspension 3 Eye screws M24 1 Tommy bar
1 2 3 4
Cylinder jacket Water guide ring Eye screw Rubber ring
H Jemmy N Recesses AF Landi ng face
3
7
AF
, H 2
3 - 107.197. 336
211 2
211/2a
RT68/76/84
To remove a water guide ring, proceed os follows:
(Cylinder liner is removed).
_ Fit eye screws with suitable washers into the three threaded holes just below the upper edge. - Pay particular attention to the fact, that the eye screws threads are not too long; they might other wise jam the water guide ring, requiring removal, in the cylinder jacket.
- Attach the eye screws by a three rope set to the crane.
- Ease the water guide ring from its seating with a jemmy 'HI attacking in two opposite recesses 'N' at the bottom edge of the water guide ring, do not pull with the crane before the ring has been eased of - When the water guide ring is thus loosened off its seating pull in small steps with the crane, if ne cessary assist the lifting with the jemmy from below. Preparations for Fitting • • Clean the guiding and landing surfaces on the water guide ring and on the cylinder jacket .Place
~
rubber rings of the specified quality into the grooves
.Smear rubber rings and guiding surfaces liberally with tallow. Fitting Insert the water guide ring, hanging on the crane, into the cylinder jacket. Pay particular attention
to the requirement that the ring must only slide in on its own weight through the guide portions, un-c
til it finally rests on its landing at the bottom.
- Check that the water guide ring really rests on its landing and does not protrude above the seating surface 'AF' for the cylinder liner on the top of the cylinder jacket.
5.84
~
SULZER
CYLINDER LINER
RT
Measuring Bore Wear
Group:
214
Sheet:
1
Key to Drawi ng
Tools: 1 Inside micrometer 1 Measuring gauge
1 Cylinder liner 2 Oi 1 groove
94101 94225
94225
94101
1
Whenever a working piston is re moved for overhaul, the cylinder liner bore has also to be measu red. The figures found are to be recorded so that they can serve as comparison with earlier or later measurements. In this way, normal wear can be determi ned and followed. Comparisons with other measure ments can, however, onl y be made if the measurements are always taken at the same place. For this reason, use the measuring gauge 94225 which is part of the tool kit. The measurements have to be taken in both longitudinal and transversal direction to engine axis by putting the inside mi crometer 94101 into the holes especially provided for this purpose in the measuring gauge. The ridge formed during the course of operation at the top of the cylinder bore has to be removed carefully without dama ging the running surface for the piston rings.
,,- 107.197.056
T .R .
')
PIl
SULZER
RT76
CYLINDER LINER
Group:
214
Removal and Fitting
Sheet:
2
~:
1 1 1 2 2 1
Suspensi on gi rder Jacki ng gi rder Jack support Suspension straps Screws to 94206 Hydr. Jack wi th HP Hose High pressure oil purnp
(, ey to Illustrations
942 ': 2 94204 94205 94206 94207 94950 94935 94931
1 2 3 4 5 6 7 8 9
Holding p~2re Holder Centring pin Ro 11 pi n Screw Screw Screw Locki ng p1ate Locking p1ate
Cy 1i nder head 11 11dter gui de ri ng 12 Cylinder jacket 13 Cylinder liner 14 Water guide ring AF Seati ng surface H Hard wood bedding S Screws to 94204 :"
®
5
1-107.197.587
1984
RT
214/2a It is vital that the following preparations are carried out before a cylinder liner is removed:
• Drain the cylinder cooling water from the respective cylinder, i.e. first shut the two valves cylinder cooling water inlet and outlet; The drain valve is situated immediately behind the cooling water inlet valve at the bottom of the cylinder jacket on the fuel pump side, the cooling water outlet valve however on the top above the exhaust valve cage. Open the drain valve in the cylinder cooling water outlet pipe of the respective cylinder. • Remove the pi stan rod gl and (see Group 231, Sheet 1). • Remove both bolts 5 (one each on fuel pump and exhaust sides, see Fig. 1iner onto the cyl inder jacket.
Ie')
which hold the cylinder
• Discommect all cylinder lub. oil pipe connections from the lubricating quills.
I-I
©
10 11
6
4 2 13
8
Brennstoffpumpenseite FUEL PUMP SIDE
3
I
II- II
® 11
5 ---i!dIiI~ 1
7'~E~
9
1-107.195.505
2.84
214/2b Removal ~
(Figures 'AI and 'B')
Procedure:
----------
- With the bearer 94204 suspended from the crane, lower it through the cylinder liner bore and bolts
it to the bottom edge of the cylinder liner with both the bolts'S'. - Bring the crosshead to T.D.C. - Place support 94205 and jack 94950 above each other on the crosshead. - Connect up jack to high-pressure pump 94931 and then jack the cylinder liner out of its guide sec tions.
Lay two planks of wood opposite each other between cylinder jacket and cylinder liner collar in order
to prevent the cylinder liner from sliding back into its guide section. - Lift off and remove jack together with support from crosshead. Remove jacking girder 94204. - Place the suspension beam 94202 on the cylinder liner and connect it to the susptnsion straps 94205 ~ith screws 94207. - Lift out and take away the cylinder liner with the crane. Preparations for fitting: .Thoroughly clean guide sections and sealing surfaces of cylinder liner and jacket and dress any da mage • • 'nsert rubber rings of the quality and dimensions specified into the grooves of the cylinder liner • • Coat all the rubber rings and guide sections of the cylinder liner and jacket with tallow • • Thoroughly clean seating surface 'AF' of cylinder jacket • • Check that water guide ring has been fitted. Fitting
(Figure'E')
- Fit the transporting device to the cylinder liner to be installed in the same way as was used for 'Removal' (See Fig. 'B'). - With the cylinder liner hung on the crane bring it above the cylinder jacket. Before lowering it smear the seating surface 'AF' of both the cylinder jacket and that on the cylinder liner collar with a nonsetting sealing compound. Lower the cylinder liner, thereby ensuring that the centring pin 3 (Fig. 'C') engages in the centring hole in the cylinder jacket (on the fuel pump side). - Place a cylinder head on the cylinder liner and screw it down with four evenly distributed nuts. Tightening these in a crosswise manner will result in the cylinder liner being pressed fully down into the cylinder jacket (Fig. 'E'). - After removing the cylinder head insert the screws 5 and tighten them.
Putting the cylinder liner uprjght (Figure 'F')
There are two diametrically opposite threaded holes at the same level cut in the collar of the cylinder
liner. These servo to accept the two special bolts 94207.
These, together with the slinging wires, make up a suspension device which is used when handling a bare
cylinder liner in the ~orkshop during manufacture or such like.
For reasons of safety, this suspension arrangement should never be used as transport device on board. Always use the device as shown on Fig. 'B' for this purpose •
.!..J •
_.
~..,
,...,
214/2c
RT7G
®
® 94202 94206 94207
!
!
I
~~::="''''''''~,-==--il..+
2-107.197.688
H
Gezeichnet fur RT 58 DRAWN FCiR RT 58
4 -107. 198.851
H
1984
SULZER
RT
Cylinder Liner
Group:
214
Removing the wear Ridge, Re-dressing the lubricating Grooves, as well as the Edges of the scavenge Ports
Sheet:
4
Key to III ustrati ons
Too 1s: 1 Wear ri dge gri ndi ng devi ce Emery cloth Assorted files Fine grain carborundum oil brick
94299
1 2 3 4 5 6
Roller support Holder Holder Spacer ro 11 er Pipe (column) Grinder
7 8 9 10 11
Air hose Hose oiler Thread nozzle Carbide milling cutter Cylinder liner
®
Check drilling
([) Scavenge port
(f)
',,--,
Due to wear om to where heir depth, also happens
Lubricating grooves
by the piston movement in the cylinder liner running surface ridges are formed on top and bot the piston does not reach. Due to the wear the lubricating grooves in the cylinder liner loose furthermore the corner radii of the scavenge port edges become smaller and thereby sharper. It that the edges get damaged.
When a piston is removed the opportunity should be used to measure the bore of the cylinder liner (see 214, sheet 1) and to remedy any changes which occurred. The following points are of particular importance: • Protect the space below the cylinder liner with suitable material from falling particles. • After completing the reconditioning clean the bore of the cylinder liner thoroughly and remove any trace of metal dust (particulartly from the lubricating grooves). • Carefully remove waste particles which may have passed into the scavenge space through the ports. • Actuate the cranks of the cylinder lubricators until oil flows from all the lubri cating points, thereby flushing any metal dust which accumulated there.
Removina the wear Ridae When grinding away the wear ridge take greatest care not to damage the running surface within the area co vered by the piston and piston ring stroke from T.D.C. to B.D.C. We therefore recommend using a wear ridge grinding device (Fig. '0 1 ) for carrying out this work. It is listed in the tools list under "Recommended special tools". Redressi na the 1ubri cat; na arooves If the depth of the lubricating grooves has worn to less than 1.5 mm (new depth 2.5 mm) re-dress them to their original depth and slightly chamfer their edges with an oil stone or similar. Re-dressinq the Edqes on the scavenqe Ports On the next page the edge shapes on new cylinder liners are depicted. In case the condition of the edges requires reconditioning (depending on the degree of wear or aamage) aim at matching these shapes. Take great care not to damage the running surface in the cylinder liner bore. Polish the passages into the run~ ing surface with emery cloth.
L. B.
5.85
RT68 76 e14
214/40
/
I
j
(
985
RT
214 /4b
5\ \
1 \ \
@
I ~
: -~91,299
II
0-107. 215.291.
10
gezeichnet fur RT 58 DRAWN FOR
RT 58
Hartmetall - Fraser Zahnung III HARD METAL CUTTER TOOTHING III
¢8
I
0
~()
DC
SULZER
RT
Lubricating Quills and Accumulators (MULTI LEVEL LUBRICATION) Function Check
Group:
215
Sheet:
1
Key to III ustrati ons: 1 2 3 4 5 6
Accumul ator cyl i nder Spring ~,ccumulator piston Cap nut Diaphragm Accumulator-casing 7 Cap nut 8 Backing screw 9 Copper sealing rings
10 11 12 13 14
Cyl i nder 1i ner Lubricating qui 11 Filling pin Steel ball Non-return valve ho us ing 15 Non-return valve in cylinder liner 16 Spring guide 17 Steel ball 18 Copper joint ring
When pulling a working piston, the cylinder lubrication system should also be checked for correct fun ctioning. (The function check must also be carried out in case of malfunctioning of the cylinder lubri cation) Turn the crank of the respective cylinder lubricating pump until oil emerges from all the lubricating points in the bore of the cylinder liner. On cyl inder liners with two rows of lubricating points (MULTI LEVEL LUBRICATION) the oil delivery for the upper rQW must be set on the cylinder lubricating pump to 30% (Abb. 'A') and for the lower row to 70% (~bb. 'B') of the total quantity delivered. To ensure that thi s proportion is maintai ned see that all 1ubri cati ng .poi nts 0 one row yi el d the same oil flow. Should deliveries differ, re-adjust on the cylinder lubricating pump the setting screw pertaining to the respective lubricating point. Use the occasion to check at random several accumulators. Open them to inspect the diaphragm 5. If oil is found in the inner space of the accumulator piston 3 or in cylinder 1, the diaphragm is leaking and must be replaced by a new one. New diaphragms are supplied in special plastic boxes, ready for fitting. Fit the diapragm with greates care so as not to damage it. In case a non-return valve must be replaced, remove first the backing screw 8 after which the valve can be pulled out together with the filling pin 12 which is joined to it. Non-return valves are only supplied complete with filling pin as replaoement parts. After fitting the new valve tighten the backing screw 8 moderately and lock it with a center punch. When replacing a non-return valve 15 in the cylinder liner (Fig. "B") the thread must be sealed with 'LOCTITE', Replacement of non-return valve 15 is only possible on the removed cylinder liner. After changing the non-return valve a leakage check must be carried out. Remark: Lubricating quills for the II Multi Level Lubrication" have filling pins 12 of different lengths. The fi lli ng pi ns of the 1ubri cati ng quill s 11 for the upper row of 1ubri cati ng poi nts are lon ger than those for the lower lubric~ting points/grooves.
I
~
RT
215/10 1
fA' \CJ
FUr obere Schmiernufen FOR UPPER LUBR/CATION GROOVES
4
8---~
12'--------'
3 -107. 125.039
11
10
®
FOr untere Schmiernuten FOR LOWER WBR/CAT/ON GROOVES
9----.1
9 1112
Ganze 6ewindelange abgedichtet mit Loctite ENT/RE THREADED LEN6TH SEALD W/TH LOCTITE
15
17 16 18
4 -107. 240. 301
L. B.
1988
SULZER
RT
PISTON ROD GLAND
Group:
231
Removal and Fitting as well as Measuring the Wear
Sheet:
1
Too 1s:
Key to 111 ustrati ons
2 Eye screws 2 Jacking screws Hand 1 amp Assorted spanners De'lice far fitting the garter sprirgs of the oil scraper 94231 ri ngs
1 2 3 4 5 6 7 8
Sc rew Locking plate to item Screw Locking p1ate to item 3 Scraper ri ng, 3 parts Sealing ring, 3 parts Guide ring, in 1 piece Piston rod
o
I-I
9 Roll pin, Dowel 10 Garter spri ng 11 Garter spri ng 12 Oil scraper irng, 2 parts 12a Oi 1 scraper ri ng 3-piece 13 Seal ing ring, in 1 pi ece 14 Ring holder in upper casing 15 Ring carrier with 10' ring groove
16 17 18 19 20 21 22 23 24 25 AD
~II
Ring holder in lower casing Upper casing Cylinder jacket O-ring Garter spring O-ri ng Lower casing O-ring Lock piece Spacer ring (bronze) Threaded hole for jacking screw or eye screw respectively
5 6
7
1
22
Geze;chnet fur RT 58 DRAWN FOR RT 58
8
AD
11
3
1
20
1-107. 198.897 ~.
B.
231/1a
RT
During every piston overhaul the piston rod glands must also be removed and checked. Parts which are badly
worn must be replaced (please refer to indications further down on this sheet).
It is very important to have the glands in excellent condition when they are reassembled, as the next dis- '-/ mantling is not possible without removing the piston i.e. not before the next working piston overhaul. The piston rod gland is removed as a complete unit after the piston has been pulled out.
For removal of the gland, loosen and remove the screws 3 and jack the gland out of its centring guide with
the jacking screws inserted in the threaded holes 'AD' and tightened equally.
When the gland is loose, remove the jacking screws and insert two eye screws in their place. Attach the
gland to these eye screws and lift it with the crane through the bore of the cylinder liner.
It is advisable to immerse the whole gland in a container with cleaning solution and to subject it to a
preliminary cleaning before it is dismantled for inspection.
After removing the screws 1 separate the two gland groups and remove the individual parts. The ring hol-
ders are equipped with threaded holes permitting their removal with grip screws.
The ring holders 15 are somewhat smaller in diameter than the ones in the upper casing, they are therefore the first to be refitted in the lower casing. After dismantling check the wear by measuring the following parts: Upper gland group: Scraper ring 5 (in 3 parts) Sealing ring 5 (in 3 parts) Guide ring 7 (in 1 piece) Lower gland group: Oi 1 scraper ri ng 12 (2-piece) according to Fig. 'B' Oil scraper ring 12a (3-pi ece) according to Fi g. 'B l ' in design variant Sealing ring 13 (l-piece) The admissible wear on the wearing parts is indicated in the clearance table group 12 sheet 4. Any parts which are near to the still acceptable limit values or have already exceeded them must be repla ced by new ones. In doubtful cases it is better to decide on replacement, as they can only again be che cked when the next piston overhaul is taken in hand, which can be as long as 10'000 operating hours away. The garter springs 20, 11 or 10 as well as the rubber a-rings 19, 21 or 23 must also be replaced unless they are in perfect condition. When assembling a gland ensure that the individual parts are i~stalled in the same order and position as shown on the figures 'A' and 'B' or design variant 'Bl'(note also the design variant Fig.'e' for the RT5~) Remarks: In one of each oil scraper and sealing ring group a hole is drilled in the ring above into which the roll pin (dowel) of the ring below has to fit (see detail on Fig. 'BI). All the oil scraper rings including the sealing rings must be easily movable when the screws 1 are fully tightened. The screws 1 must be locked with locking plates. Do not at first install the following parts of the upper gland group: scraper ring 5, sealing ring 5, lock piece 24 and the garter springs 20 and 11. Fit these parts only after the working piston has been fitted.
I
Q
RI
231/1b Fitting
Smear the rubber O-rings 19 and 23 and the corresponding centring surfaces liberally with TALLOW (sheeps fat), then insert the cornpleate gland into the cyl inder jacKet. Tighten the screws 3 and lock them wi th the lock i ng pl a tes 4. ~fter fi Hi ng the worki ng pi ston fi t the i terns 5, 5 and 24 and cl amp them wi th the garter spri ngs 20 and 11 to the pi ston rod.
® ----Pos.7
Pos.13
Gezeichnet fur RT58 2 -107.198.894
DRAWN FOR RT58
2.84
RT
231/1c
Kolbenstongenstopfbuchse - Ausfuhrungsvorionte PISTON ROO GLAND-DESIGN VARIANT
Pos. 5
Pos.6
Pos.?
Pos.120
Pos.25
Pos.120
Gezeichnet fur RT 58 DRAWN FOR RT 58
2 - 107 215 238
, ,.,
231/1d
RT 68 75 84
Vorrichtung zur Federmontage der Oe/abstreifringe DEVICE TO SPRING MOUNTING OF OIL SCRAPER RINGS
4 - 107.240.113
101¥'
SULZER
RT76
CYLINDER HEAD
Group:
270
Removal and Fitting
Sheet:
1
'-"
-Too 1s: 94215 Hydr. Jack Suspension device 94265 3 Protective caps 94265(a) Various spanners
5 Fuel injection valve Cylinder head 6 Starting air valve Nut Cylinder head studs 7 Indicator valve Outlet of cylinder 8 Relief valve 9 Water guide ring cooling water 4 Exhaust valve cage 1 2 2a 3
x
K Safety chain R Eye screw S Suspension screw X Threaded holes for jacking screws
8
2 UJ
20
UJ
.... ' - V)
Q)
.... '-
C) V)
V)
'
Q)C Q)
V) 0.. o.:~ .'::'
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1;;0..
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C:-.J C:UJ
'0::{
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3
s
x
1- t07. 198. 438
emoval Drain the cylinder cooling water from the affected cylinder, i.e. first shut the two valves for cylinder cooling water inlet and outlet; the drain valve is located directly behind the cooling water inlet valve at the bottom of the cylinder jacket on the fuel pump side, the cooling water outlet valve however is on the top above the exhaust valve cage. Open the vent valve in the cylinder cooling water outlet pipe of the respective cylinder! Disconnect all the pipes to the cylinder head and to the exhaust valve. Clean all the thread protrusions on the cylinder head studs. Loosen the nuts of the cylinder head studs (in accordance with the instructions on sheet 270/2) and re
move them to a clean safe place.
On each cylinder head stud situated nearest the suspension screws'S', a protective cap 94265(a) must be placed; they are needed to centre the cylinder head and thus protect the stud thread • . Attach suspension device 94265 to crane, hook it onto the 3 suspension screw'S' and, to stabilize the cylinder head (with fitted exhaust valve) pass the safety chain 'K' through the eyelet of the eye-screw IR' and attach it. Lift the cylinder head carefully with the crane (see Fig. IB'). emark: The three screws'S' are fitted with Loctite in the cylinder head and therefore locked; they should therefore be left there also after removing the suspension device.
270/10
RT76
® 94265
K
I.4.J
R
V)
I
9
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~
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~~
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94265 (a)
~,
I
, l
I
.- ~2a j
I
3- 107. 215.283
5.85
270/lb
RT
Fi tting
Note the following points before replacing the cylinder head:
~
- Neither foreign matter nor dirt may be present in the combustion space. - The landing faces of cylinder liner and cylinder head must be clean and undamaged. Place a 2 mm thick soft iron sealing ring on the cy1inder 1iner so that it 1ies flat over its fu11 cir cumference. - The inside of the water guide jacket 9 bolted to the cy1inder head as we11 as the re1evant guide sec tions on the cy1inder liner collar must be clean and smeared with tal1ow. ~
rubber rings of the specified size and qua1ity have to insert in the grooves of the cy1inder 1iner. They too must be smeared with ta11ow.
- The cy1inder head stud bolt threads must be clean and smeared with MOLYKOTE paste. - P1ace a protection cap 94265(a) over each of the three cy1inder head studs situated nearest the suspen sion screws (S). (This instruction app1ies on1y to the engines RT 68, -76 and -84). Once the above conditions have been met, 10ver the cy1inder head carefu11y over the cy1inder head stud bo1ts with the aid of the suspension device 94265. The correct position wi11 be assured by the guide pins
(see Sheet 214/2a).
~
- After removing the suspension device, screw on a11 the nuts by hand onto the cylinder head studs, check
ing that they run freely. If necessary, dress the stud bolt thread until the nuts can be screwed on by hand. - With the aid of the hydro tensioning device 94215, tension the stud bolts according to Sheet 270/2 then connect up all the pipe connections. - Finally, close the drain and vent cocks and reopen the jacket cooling water inlet and outlet cocks.
SULZER
CYLINDER HEAD
RT76
Hydraulic Loosening and Tensioning Of Cylinder Head Studs
: 00 1s:
:'\ey
Simul-l:aneous pretensioning device 94215 ~ i r hydraulic HP oil Pum p 94941
~
L
3 4 5 5 7 8 9
Screw Eye screw Suspension stud Coupl i ng socket Round nut Vent screw Cover Stack of spring washers Screw
Do ub 1e cylinder Pi stan Piston seal ri ng Rod seal ring Cylinder head nut Cyl i nder head wai sted studs 14 Pressure limiting valve 15 Flow through valve 15 Pressure gauge
94941
"',/,/,
;()(;()(>~~~~~~.
,,,,/,/,"', /,/,/\./,/ ,/,/,/,/, /'J''''''''' '/'J'/'/' /,/,/
,/,/,/, /,/,/,/,/
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........ , / , / , /
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' J , / , / , / ' J , / , / , / , / ....
,/,/,/,/,
/ , / , / , / , / , / .... / \ , / , / , / . 1 ' , / , / , / , /
,/,/,/,/,/,/,/,/
'
1-107. 198.417
270
Sheet:
2
III us-l:ra-l:i ons:
10 11 11 a, b 11 c, d 12 13
17
o
-1:0
Group:
17
17 HP-hoses 18 Coupling plug 19 Branch piece 20 Connecting piece 21 Cyl i nder head R Round bar W Emplacement fa r nut when not in use X Measuremen-l: abt. 7 mm
®
2 3
ii, I , :
a±Ii
\
\
9
10 12
1
o- 107. 198.423
1981,
270/2b
RT76
1) Pre par a t ion s for De-Tensioning or Pre-tensioning ~
--Clean the threads of all the cylinder head waisted studs (C.H.Studs) and the area around the cylin der head nuts (C.H.nuts). - Arrange the simultaneous pre-tensioning device 94215 over two each C.H.studs on the cylinder head (Arrangement as per Fig. 'AI). - Open the vent screw 6 on each pre-tensioning jack; with this its piston 11 settles automatically in to its initial position. - Pick up the two round nuts 5 of each pre-tensioning device, (which are emplaced at 'WI in the devi ceslcentre when not in use), and screw them onto protruding part of the waisted studs until they touch the pi llton 11. Afterwards turn back the round nuts 5 by ~ turn. - Check the dimension 'X' on each of the jacks, it should read obout 7 mm. When this tallies on all jacks the piston are in the required starting position and the piston stroke is assured in every case. - Connect the individual high pressure hoses with each other as shown on Fig. IAI and with the air hydraulic pump 94941 (pump). - Check oil level in the pump (oil level glass or dipstick)j when necessary top up (with oil accrding to instructions of the pump suppliers). Connect the pump with air pressure hose to compressed air system (required air pressure = 7 bar). Remark: For the actuation of the airmotor only filtered and slightly oily air should be used. The pump may not be started, if the oil 1evel is low or the oil tank is empty (oil 1evel gl ass). 2) Hydraulic De-Tensioning
When all preparations according to section 1) have been completed proceed as follows:
- Turn the hand lever on the flow through valve 15 to supply o{l to the jacks. Turn the turnbutton on the pressure limiting valve 14 till its stop, in the direction of the arrow - (minus). Open air pressure supply, thereby starting the pump. - Shut the vent screw 6 on the jacks, as soon as the pressure oil flows without bubbling. - Turn the pressure limiting valve 14 slowly in the direction of the arrow sure gauge 16 shows a pressure of 600 bar.
+
(plus), until the pres
- When this pressure is attained turn all the C.H.-Nuts upwards with the aid of the round bar IRI un til they touch the cylinder 10. - Set the hand lever on the flow through valve 15 to release the oil pressure to zero. - Shut off the air supp1Yj the pump is thereby stopped. - Disconnect all high pressure hoses between the jacks and to the pump. - Loosen the round nuts 5 from the waisted studs and place them in their emplacement at 'WI on the pre-tensioning devices. 3) Hydraulic Pre-Tensioning
~~~£~~~~~~~: In addition to the preparations listed in section 1) the following is necessary: The threads of the C.H.-nuts and their landing surfaces must be coated with MOLY _COTE paste G.
1.89
270/2c
RT76
Prior to mounting the pre-tensioning device, tighten all the C.H.nuts with the round bar till they are
firmly seated. (Check seating with a feeler gauge.)
Mark the position of all the C.H. nuts to the cylinder head with a marking pen or similar with a line
(for 1ater checks on the ti ghteni ng ang1 e).
Tensioning - Position the hand lever on the flow through valve 15 for oil supply to the jacks. Turn the turning
button on the pressure limiting valve 14 till the stop in the direction of the arrow - (Minus).
Open the air supply line, whereby the pump is started. - Close the vent screw 5 on the jacks as soon as the oil flows without bubbling. - Turn the pressure limiting valve 14 slowly in the direction of the arrow on the gauge 15 shows 500 bar.
+
(Plus), until the pressure
- Keep the pressure constant, tighten all the C.H.-Nuts down with the aid of the round bar 'R' till they seat firmly on the cylinder head. (check the seating with a feeler gauge!),note whether all the 0 nuts have been turned by about the same angle i.e. about 180 • Should the tightening angle on any of the C.H.-nuts be considerably less than the others, it signifies that the pre-tensioning jack on that particular C.H.-nut did not elongate the C.H.-stud sufficiently, as for example oil leakage occurred in the seal rings 11a, band 11c, d or that the coupling plug 18 in coupling socket 4 was not correctly tightened, so that no oil could enter the pressure space of the jack. (The couplings are equipped with non return valves which open when the screw connection is ti ght). If necessary the tensioning has to be repeated, after first loosening all the C.H.-studs.
- When the tightening angles on all the C.H.-nuts are approximately the same, release the pressure by,
turning the hand lever on the flowthrough valve 15, till the gauge 16 shows zero. - Shut off the air supply; the pump is thus stopped. - Unscrew all the round nuts 5 from the waisted C.H.-studs and place them in the emplacement 'W' of the tensioning device. - Check once more the marking lines on C.H.-nuts and cylinder head to verify that the tightening angle 0 ~ the C.H.-nuts is about 180 • When this is correct, disconnect the HP hoses between pump and tensioning device and remove them. The open hose couplings to be protected with dust caps. Lift the device with the crane and store away. 4) Overhauling the hydraulic Pre. Tensioning Jacks In case the seals lla,b and/or 11c,d must be replaced in a pre-tensioning jack, proceed as follows: - Loosen the screws 9 and remove them with the lower spring washer stacks 8. _ Loosen the screws
to the cover 7 and vent screw 6 and remove them.
- lift the cover 7 off the
p~sten
11.
- Pull the piston out of the cylinder using two eye screws. Assemble the pre-tensioning jack in the reverse sequence to dismantling, taking care that all the parts
are meticulously clean and carefully oiled with clean engine oil.
When assembling the piston seals lla,b or the rod seals 11c,d special care must be taken that the sli
de ri ng in not di stored.
1.89
'-'
SULZER
RT
CYLINDER HEAD
Group:
270
Mechanical Slackening or Tightening of the Cylinder Head Waisted Stud Bolts (exceptional case)
Sheet:
3
ATTENTION N eve r simply slacken off or tighten all the neigh 1 Pneum. impact 94264 spanner bouring nuts as they come. This may only be done cross wise and in stages as described below. Failing to heed with socket thi s advi ce can 1ead to cyl inder head damage. head in sed 1 Impact ring spanner
Whenever possible, ~ slacken off or tighten up the cylinder head waisted stud bolts using the hY
draulic tensioning device. This is to avoid any risk of uneven tensioning of the stud bolts which could
cause deformation of the cylinder head.
The cylinder head waisted stud bolts may only be slackened or tightened using the following procedure in
exceptional cases, e.g. when the hydro tensioning device cannot be used.
Slackening
- Mark four nuts lying crosswise opposite each other with paintand slacken them back only through the following angle with the pneumatic impact spanner: Engine type
RT 58
RT 68
RT 76
RT 84
- Slacken off all the other nuts and remove them. Finally evenly slacken off the four nuts in several steps which had previously been turned back through the above-mentioned angle. Tightening - Thoroughly smear the bolt threads as well as the contact surfaces on the cylinder head with MOLYKOTE paste and screw all the nuts fully down hy hand until metal-to-metal contact is obtained. - Now tighten them evenly using a spanner with a short, sharp jerk (by hand). Check their seating with a feel er gauge. - Mark the '0' position on each nut and on the cylinder head at a corner with a felt-tip pen or similar. Furthermore mark the positions for the 1st, 2nd and 3rd stage beside each nut on the cylinder head (for the rel evant engine type) according to fig. I BI. - Place the socket head insert such that the 10 1 mark (on its circumference) lines up with the '0' mark on the nut as well as the cylinder head. - Tighten the four nuts 1, 2, 3 and 4 crosswise through 60 the order shown on Fig. 'A'.
0
(=lst stage) and then all the other nuts in
- Finally, tighten all the nuts through a further4 0 (= 2nd and 3rd stages) as required by the correspon ding engine type. The relevant values con be seen on Fig. 'B'.
L.8.
RT
270/30
8
2
® 'O'-Marke
I. -107. 215. 229
L. B.
1984
SULZER
RT '-'
CYLINDER HEAD
Group:
Manual Over~aul of Sealing Face for the Fuel Injector in the Cylinder Head
Sheet:
Tool s:
270
Key to Drawings 1 Cylinder head 2 Milling cutter ho 1der 3 Guide flange 4 Setscrews 5 Profi 1i ng cutter
Overhauling 94270 device Ring spanner AF 36
6 Centering mandri 1
S Screw
* Threaded holes to take the screws'S' when the tool is not in use.
When fitting the fuel injector, the seat seal ing face in the cylinder head must be clean and un damaged as the sealing is metallic.
SW36
2
5 3
1
Should any blow-by of combustion gases have been noticed during engine operation, the nuts of the fuel injector are not, under any circumstances, to be tightened further as a counter measure as this might lead to deformation of the injector. Dirty or slightly damaged sealing faces can be re-conditioned on the spot by using the over hauling device 94270 which forms part of the tool kit. This is done by carefully inserting the profiling cutter, bolted to the milling cutter holder, into the hole in the cylinder head with the guide flange. This flange is clamp ed down with 2 screws'S' which are kept screwed into the threaded holes marked * when not in use. When the tool is being used, the centering man dril on the profiling cutter on the one hand and the guide flange on the other, give the tool the necessary stability and direction. Cutting is do ne by pressing down lightly with the hand on the milling cutter holder at the same time as turn ing the hex. head evenly with the other hand using the AF 36 ring spanner. Try to remove as little material as possible but sufficient, however, to obtain the desired stand ard for the seating area. Putting some sticky grease on the profiling cut ter will prevent any foreign matter entering the combustion chamber during overhaul.
5
6
2 - 107. 197. 324
T
0
1'"
0 I
SULZER
FUEL INJECTOR
,co"'
Checking, Dismantling, Assembling and Setting
RT
Sheet:
Too:s:
ey
;42c~' ti ghteni ng devi ce irjector test stard ~'=FtNGE ;:.r2 ;1: JLnl1 r,g arg' e brac~et 94274 Scre~'eo socket 9427:'; Ho seD1 pe (: bar j VariGcs spanners
~ydrau 1i c
-0
~
f~ ~
1
~,
i '
27;-l 1
Jrawir~s
en sc re ',J
:JDr-:f;Q
C': ate
Bel:ev~l;e
washer
pac""
N::::: 1 e "cider
5'=
Sr,ri ng tensioner
6
o
8 9 10
11
1
2 3
12 13
" 15 16
Fl anged nut
1 CI ring Corneeti ng piece 8 Bush wi th fl at seat Circula : C Compression spring tion val ve 11 Needl e 12 10 1 ring 13 Needl e seat 14 Compression spring 15 Spring p1ate 16 10' ri ng 17 Guide bush 18 Spindle
19 Lim i t stop/guide bush 20 Cap nut 21 Nozzl e body with needl e seat 22 Nozzl e needl e 23 Do we 1 pin 24 Heavy spring do we 1 pin 25 Spill valve 26 Nozzl e tip 27 Nozzle sleeve
17 schem. Anordnung
der Federscheiben pakefe 3
18
2P-Duse
TWO
PIECE NOZZLE
1
2 19
20
20
21
21
27
22 26
1-107.195.535
RT
272/1a
®
942740 94274b
5 94272 94275
6
MA
94273
4 - 107. 197082
@
© 20
0776 3380-6
L.B.
0776 3380-9
2.84
272/lb
RT
For testing, dismantl ing, assembl ing and setting the fuel injection valve utilize the l'ORANGE- Valve Test Stand- 94272 belonging to the engine tool set. Pay attention to the following points: - Keep the valve test stand clean and always fill only c 1 e a n Diesel fuel (gaso;"l) into its tank. Do not pour the once used fuel oil back into the test stand. (For fill ing remove the cover- which is secured by two spring latches-).
\...-t
- From time to time the pressure gauges have to be calibrated or compared with a TEST - pressure gauge and reset if necessary. - When working with the fuel injection valve the connection at top left is to be used, to which the left hand pumping lever and the upper pressure gauge (0-500 bar) belong. The connection at top right the lower pressure gauge (0 - 1500 bar) and the pumping lever at the right are used for testing the relief valves of the fuel injection pumps. Judgeing a Fuel Injection Valve (Called F.I.
Valve for short),
A f.i.valve atomizes correctly when at specified opening pressure fuel oil is sprayed from all the nOlZ le holes in equally atomized condition. This should be accompanied by a loud 'chatter', and after the end of the pumping stroke no fuel should 'dribble' from the injection nozzle. To check whether the atomizing is equal, hold a clean sheet of paper in front of the spray holes of the injection nozzle, and bring the f.i. valve to spray by single short pump jerk. On the 'spray pattern' thus obtained it is easy to establish whether individual spray holes are partly or fully blocked. Attention! Never actuate pump when a finger or" a hand is held directly against the injection nozzle! (Danger of accident).
I
Injection nozzles which do not spray properly must be taken apart and reconditioned or replaced. (See sheet 272/2-/3 and 4). Testing an F.I.Valve (See
Figs. 'A' and IB').
Working Sequence: - Place f.i. valve - injection nozzle downwards - into the holding angle of the valve test stand and fas ten with the two nuts. Clean injection nozzle outwardly with a brass wire brush (removing combustion residue.) - Loosen and remove connecting nipple 8 with needle seat 13 and fit in their place screw-in connection (too 1 No. 94274), - Join hp hose (tool No. 94275) sideways to the screw~in connection. - Loosen screw on flushing valve 25 (Fig. IBI) a little and actuate the pump lever until fuel oil flows bubblefree from the hose (tool No. 94274b); Then tighten the screw on the flushing valve firmly. '-"
- Check fi rst wi th a few short pump 1ever jerks the atomi zati on of the fuel, then wi th slow equal pump strokes observe at what pressure the f.i.valve opens (see pressure gauge 'MAl). The specified opening pressure is given in the test and timing records of the engine. - Finally unscrew and remove hp hose with screw-in connection; fit and tighten connecting nipple 8 with needle seat 12 firmly. Dismantling a F.I.Valve (See Figs. lA', 'C', and 10 1 ) The following basic rules must' always be observed: 1) The cap nut 20 to the f.i.valve may never be loose ned, before the spring tensioner 5 is not unscre wed sufficiently to detension the spring 14 comple tely (Fig. 'A'). 2) Never interchange nozzle needle and nozzle body Each nozzle needle belongs to its mated nozzle body into which it has been individually fitted with greatest precision.
I
D
RT
272/1c Working sequence: _
Bring holding angle 94273 \\rith f.i. valve into horizontal position (Fig. 'C').
_
Place spanner 94269a (of hydro tightening device 94269) on cap nut 20 and loosen the cap nut ~;th the aid of hydraulic jack 94269b and pump 94269c (Fig. 'C'), then remove the injection nozzle. Attention! The spanner 94269a must always be set back before the piston of the jack is fully pushed out. At the start of pumping the spanner must stand as close as possible to the jack while its piston is fully pushed in. The relief valve 'EV' at the pump to be slightly opened.
-
Remove spring tensioner 5, spindle 18, spring plate 15 and spring 14 and inspect their condition.
-
If necessary lap the sealing face of the nozzle holder 4 (pI. refer to 272/3).
Assembling a F.I. Valve Always observe the following basic rules: 1. Fit only completely clean nozzles, which were washed in kerosene and blown out with compressed air. 2. If the spindle 18, the spring plate 15, the spring 14 and the spring tensioner 5 are already fitted, the spring tensioner may only be screwed in by about one turn, so that the spring 13 is absolutely not under tension. Should this rule be neglected then the nozzle body 21 does not lie flat on the nozzle holder 4, for the assembling. Working sequence: -
Adjust the holding angle 94273 with nozzle holder 4 so that the sealing face is on top (Fig. 'D').
-
Wipe sealing face on nozzle body 21 and nozzle holder 4 with the clean hand and place the nozzle body with needle on top. Take care that the needle does not fall out and that the cylindrical locating pins 22 of the nozzle holder fit into the corresponding holes in the nozzle body (Fig. 'd').
-
Smear thread and seating surface of cap nut 20 with MOLYKOTE-G paste and tighten it by hand till seated firmly.
-
Swing angle support 94273 about in horizontal position, mount spanner 94269a and tighten the cap nut 20 with pump 94269c and hydro jack 94269b at a pressure of 250 bar. If 2-P injection nozzles are fitted, pre-tighten cap nut 20 first to 20 bar or by a hammer stroke on the spanner. In this position mark cap nut 20 and nozzle holder 4 with a felt marker (' 0' -mark). With this mark as starting point tighten the cap nut by further ~ 45° or hydraulically to a pressure of 150 bar. Should a new nozzle head 26 have been fined, re-loosen cap nut 20 after tightening, then repeat the above described tightening procedure. This ascertains that any clearance or deformation has been taken up.
Attention! The spanner 94269a must always be set back before the piston of the jack is fully pushed out. At the start of pumping the spanner must stand as close as possible to the jack, while the piston is fully pushed in. The relief valves 'EV' at the pump to be slightly open. The pressure of 250 bar respectively max. 150 bar ~ for the 2-P nozzle is only correct when MOLYKOTE Paste G is used as lubricant and the jack has an effective piston area of 6.41 cm2 which corresponds to the E!'\ERPAC-jack CRC-55 supplied with the engine tool kit. For the correct tightening effort the spanner 94269a should stand at approximate right angles to the jack. -
Remove hydraulic tool and spanner and swing the holding angle 94273 with f.i. valve (injection nozzle pointing downwards).
-
Fit the lightly oil smeared parts 18, 15 and 14 and screw in the spring tensioner 5. Do not tighten the collar nut 6 before the opening pressure is set and checked.
to
a vertical position,
/f
L.B.
1.89
RT
272/1d
Setting the opening pressure -
Adjust the Li. valve in the test stand as described under "Testing an F.I. Valve" (Fig. 'B').
-
Move pump lever 'H' slowly up and down, while simultaneously tightening the spring tensioner 5 until the specified pressure (pI. refer to the test and timing records of the engine) is attained. Check then with a few short fast pump jerks whether the injection nozzle atomizes equally and thereby 'chatters'. When this condition is reached, tighten the collar nut, thereby locking the spring tensioner.
Maintenance of injector test stand L'ORANGE Depending on how frequently the injector test stand is used, grease must be pumped into the lubricating nipples 'S~' from time to time. Likewise, the two filters 'FL' must be removed and cleaned periodically or replaced by new ones. \\Then cleaning the fuel oil container, do not use any fibrous cloth materials or cotton waste. Use only brushes and compressed air instead. Do not re-use fuel collected in the transparent plastic drip tray. It is necessary to subject the injector test stand occasionally to a high-pressure test. For this, close the con necting nipple with the steel ball and cap nut supplied. When pumping strongly - up to approx. 600 bar (left-hand pump) and 1200 bar (right-hand pump) -, the pointer of the pressure gauge in question should remain in the same position. Rapid pressure drop shown on the pressure gauge indicates leakage. Fitting a fuel injector into the cylinder head Before fitting a fuel injector into the cylinder head, make sure that the seat in the head is clean. If necessary, re-condition this seat with the tool supplied with the tool kit (see sheet 271/4). The sealing must be metallic, i.e. no joint whatsoever may be fitted.
Procedure: -
With a new O-ring on the nozzle holder, carefully fit the fuel injector into the cylinder head.
-
Press down the fuel injector evenly onto its seat with the two Allen screws. The correct tension has been achieved when the had of both Allen screws is level with the nozzle holder (see detail on Fig. 'a').
SN
0776 3380-16
L.B.
12.85
SULZER
Group:272
FUEL INJECTOR
RT
Cleaning and Overhaul of Injector Nozzle
Too 1s:
f
c channel for circulating Nozzle body a ~ positioning holes f ue 1 Nozzl e needl e b drill ings for fuel Needle seat sealing face f Nozzl e head }
Backi ng sl eeve f or 2P nozz 1 e 5 Cap nu t Injector nozzles which no longer atomize perfectly may not be used again. It is often sufficient to clean them thoroughly to Needle lift 'N' fully restore them. If this proves insufficient, the nozzle ha to be repaired. Unskilled handling renders a nozzle useless. We recommend, therefore, that such nozzles be sent to a specia list firm or to the manufacturers.
1 2 3 3a 4
Cleaning Injector nozzles
1
3
2
Key to Drawi ngs
Case cont.Special 94280 tool s 94281 - 94285 Face pl ate 94286
o
Sheet:
2
>
Spray Holes
Sprit z/6cher
- Remove carbon deposits from the outside of the nozzle with the wire brush 94284. Carefully clean carboned-up spray holes by hand, using a drill 94285 which should be 0.025 mm smaller than the nominal diameter of the spray holes. Once all spray holes have been cleaned in this way, tap the nozzle - with its sealing face pointing downwards - against a piece of wood or lead so that the deposits fallout. Thoroughly wash the nozzle with paraffin, gas oil, perchlor or similar and blowout with compressed air. If further cleaning is necessary in the interior of the nozzle, a me tal object may never be used. A wooden dowl rod covered with a piece of cloth is the most suitable thing to use for this purpose. With a clean nozzle, the nozzle needle (after having been dipped in clean paraffin or gas oil) should slide onto its seat under its own weight. Checking Spray Holes
a
b a
c 3-107.195.530
- Check with the plug gauge 94286 supplied that the spray ho les have not been scoured out excessively. If the plug gauge can be inserted into one of the spray holes, the nozzle is to be sent to a specialist firm or the manufacturers for"re placement of the needle seat. Re-conditioning of Injector Nozzles Should careful cleaning of the nozzle not suffise to resto re its serViceability, although nozzle needle, needle seat as well as spray hole diameters are in order, or should the needle lift IN' (the
272/20
RT
Alternativ - AusfiJhrung :
2 P- DiJse
ALTERNATIVE
2 -PIECE
DESIGN:
FUEL
NOZZLE
Node/hub NEEDLE STROKE DicMflache
5
'N'
'f'
JOINT FACE
1
2
30
Spritz/ocher SPRAY HOLES
I
o b
a
c
10
1986
SULZER
FTJEL INJECTOR
RT
Lapping of Injector Body Contact Surfaces
Tools:
~
Group:
272
Sheet:
3
Key to Drawi ngs
1 Lapping disc 1 Copper dri ft
94281 94282
1 Withdrawing device
94283
for locking pin Lapping powder 1 Lapping plate
94287 94288
23 3D
Nozzle holder Hardened bush
No te Tools only delivered under separate order
Rough or slightly deformed nozzle holder sealing surfaces have to be re-conditioned. If the surface is
only slightly worn, reconditioning by lapping in is insufficient. In more severe cases, however, it is
necessary to grind the contact surface by machine and then lap it, making sure that the seat is at
right angles to the axis of the nozzle holder. After the contact surface has been machined, the
hardened bush in the centre of the injector body must be approx. 0.02 mm below the face edge. This is
obtained by grinding the bush - with only very little of a fine grinding paste - using a drilling machi
ne and the copper drift94282. {A disc punched out of fine emery cloth may be used in place of the
grinding paste (see Fig. 'AI overleaf).
Before starting to lap the contact surfaces, check the faces of the lapping disc 94281 for flatness.
Where necessary, lap them in on the cast-iron lapping plate 94288 with lapping powder/paraffin (kero
sene) mixture until flat.
After having been a long time in service the contact surface of an injector body will be slightly con
vex (arched outwards). The centre area must, therefore, be lapped in first with the small lapping disc
(Fig. IB').
For checking the contact surface to be lapped in, use the dry, special bronze check disc 94283. From
time to time this disc has to be checked for flatness on a dressing plate.
Since the check disc is made of bronze, the contact spots appear slightly yellow (Fig. 'C').
The lapping disc works more effectively where it is pressed by the thumb. Rotating should therefore
be done over the whole surface during lapping.
~
As soon as yellow spots are visible on the whole contact surface when checking with the check disc, the reverse side of the lapping disc, which has a greater diameter, should be used to finish. lapping the face (Fig. '0 1 ). Care should be taken not to rotate too far over the edge of the face in order to prevent it from becoming convex. The final face must berchan, smooth and flat or slightly concave (arched inwards), but never convex! During the last check, contact spots should be visible everywhere on the contact face with the excep tion of the hardened bush. After lapping, the injector body must be washed with paraffin or similar and blown out.
Diameter of lapping tools in mm a
b
c
d
e
15
8
46
40
54
1982
I
272 3a
94281
®
8)
/
94281
94283
t: E
81==~;;r-"""'--~~7-l7-...r-7'-'
®
C)
~300
mm
Should the dressing plate have become uneven, it must be planed flat again and given a surface profile as shown in Fig. lE'
SULZER
F U ELI N J E C T ION
RT
VALVE
Testing a Circulating valve
Group:
272
Sheet:
4
Key to III ustrati ons
Tools: Fuel injection valve test stand 94272 l' ORANGE
Mounting angle bracket Testing device Hose pipe
94273 94274c 94275
1
la 2 3 4 5 6 I S'
Fl ushi ng val ve Valve spindle to item l. Screw cap (for engines RT58,-68,-76,-84,-84M) Screw cap (for engines RT52,-62,-72) Connnecting PieCe} Needle seat of circulating valve Needle Val ve seat
94272
0
B
94274c
94275 MA
942
4 - 701. 240. 729
I
'-"
For testing the good function of the circulating valve belonging to the fuel injection valve, the 1'ORAN GE fuel injection valve test stand tool No. 94272 has to be used. For this the outlet opening 'B' (see illustr. 'A') is utilized the which are allocated pumping lever 'H' and pressure gauge MA. (0-600 bar). Working Seguence for testing the Function - Mount testing device 94274c onto mounting angle bracket 94273 of the valve test stand and fasten it fi rml y thereon. - Remove compression spring from the circulating valve, then screw circulating valve in to the testing device (illustr. IBI) carefully and without a packing and tighten it firmly with a spanner. - Seal the connecting piece 4 with screw cap 2 or 3 depending on the circulating valve to be tested, tighten screw cap well as the sealing is achieved also here metallically. - Coupl e HP hose 94275 on outl et openi ng 'B' and joi nit to the testi ng devi ce 94274c. After ti ghteni ng up the connecti ons open the fl ushi ng val ve 1 sl i ghtl y by spi ndl e 1a. L. B.
H .88
272/4a
RT
Actuate pumping lever IHI till the pressure spaces are filled and the Diesel fuel flows bubble free down from the check drilling in the testing device. - Shut the flushing valve with the spindle lao - Continue actuating pumping lever till the pressure gauge indicates 600 bar. To be certified as "GOOD" the raised pressure of 600 bar should not drop below 100 bar
~ithing
30 sees.
If this is not the case, the reason is a leaking valve seat 'SI, the needle guide has become too wide in the needle seat 5 or because the screw cap seals insufficiently. This can be immediately checked by leakage from the check drilling. For the reconditioning to perfect function the defective circulating valve must be handled in an autho rized workshop where the correct needle running clearance is restored.
@
~..l~---:,:,:::::::~-r----Druckfeder
ausgebaut
SPRING TO BE REMOVED
'5'
Kontrollbohrungen CHECK BORE HOLES 4-107. 240.130
L. B.
SULZER
STARTING VALVE
Group:
273
RT76
Cleaning and Checking
Sheet:
1
Tools:
20
o
1 Special spanner head 1 Spring tensioning device 2 Jack screws Grinding paste (medium, &fine) Cleaning kerosine.
I-I 101
19
94293 94294 94296
Key to III ustrati ons
3 2
1 Stud in the cylinder head 2 Nuts 3 Guide bush in the cover 4 a-Ring for bush 5 O-ring for casing 6 Cylindrical dowel pin 7 Spindle guide 8 Valve seat 9 Joint ring 10 Cyl i nder head 11 Valve spindle 12 Casing 13 Bush 14 Piston rings 15 Ring 16 Cover 17 Piston 18 Rod seal 19 Compression spring 20 Spring plate" 21 Castellated nut with split pin 22 Screw A Threaded holes for tool 94294 R Eye screws S Clearance H,J Control Air pipes
r~
1
6
7
8 9
If functional defects are noticeable on a starting valve during starting or manoeuvring, or with the engine in operation a starting air pipe feels noticeably hotter, near the connec tion to the cylinder, than the others, the re spective starting valve must be dismantled at the next opportunity and retified.
I
1
l1I
R
1
If no such problems occur, it is recommended to dismantle for checks yearly one starting valve after the other, the intervals depending on the condition of the parts, and to rectify as found necessary.
19R4
273/1a
RT76/84
Di smantl i nq a Starti nq Ai r Val ve. (called Valve in the following Text) - Remove control air pipes 'H' and the valve and remove the nuts 2.
IJI
from
Attach valve with eye screws 'R' to crane and lift out. If this is not feasible with little effort,
loosen and remove the screws 22, fit the
jack screws 94296 in their place and jack
the valve out of its guide in the cylinder
head. Remove the jack screws 94296, fit
the, screws 22 and tighten them. The val ve
can now be pulled out by the crane.
®
- Remove the joint ring 9 and close the opening in the cylinder head temporar ily to prevent any foreign matter falling into the combustion space. - Place the valve on a work bench and start dismantling. Use spring tensioning device 94294 to compress the spring 19 as shown in Fig. 'B' to relieve the valve spindle 11. Remove the split pin and, holding the squa
re spindle head steady with another span
ner loosen the castellated nut 21 and re
move it.
- Relieve the tension
device 94294 and remove the screws 22.
- After ectracting the cylindrica dowel pin 6, remove the spindle 11 downwards and the other parts of the valve including the spindle guide 7 upwards. If necessary the valve seat 8 can be screwed out of the casing 12 with the special spanner head 94293. - Clean all the parts, refit the valve seat 8 with its copper joint 9 and the spindle guide 7, upend the valve casing 12 and lap in the spindle 11 with a little grinding paste on the valve seat 8. - If the valve seat has been lapped several times or even machined the clearance lSI must be established as it diminishes with each rectification of valve seat or valve spindle. In an extreme case the valve con no longer shut. The clearance'S' must be minimum 1 mm (see Fig. 'A')
----------------------------------------------------The clearance con be established by making a wax or lead impression between piston 17 and ring 15 while assembling the valve. This entails loosening the screws 22 once more and removing some of the parts. Assembl Clean all the parts and smear them with clean engine oil. - The threads and the locating face of the valve seat must be lubricated with a highly heat resisting lubricant such as THREAD GARD; or LOCTITE ANTI SEIZE COMPOUND: - The assembly is done in reverse sequence to the dismantling procedure.
5.84
273/1b
~
RT76/84
- Only new O-rings may be used for the assembly, Concerning the correct dimensions and quality specification please refer to the indications in group 015. - The valve spindle being subject to high stresses during operation it is necessary to prestress it somewhat. This is acieved by first tightening the nut 21 until its firmly seated, then holding the 0 square spindle head with another spanner, tighten the nut 21 by an angle of 90 Important! The nut tightened in this manner may under no circumstance be loosened to fit the split pin, as the pre-stressing would be partly lost. In such a case tighten the nut further,
while holding the square head of the spindle steady.
The valve spindle must under no circumstance slide on the valve seat as this would damage
the seat surface.
- After completing the assembly check the easy movement of the spindle by tapping several times with a lead pig with medium force on the upper end of the spindle in the spindle axis. The valve spindle must then each time spring back on its seat.
5.84
SULZER
RT
RELIEF VALVE FOR CYLINDER HEAD Dismantling, Assembling and Testing
Too1s:
Sheet:
274 1
Key to Drawings
Injector test 94272 stand L'ORANGE Mounting 94273 angle bracket Flexible hose 94275 (1500 bar) Testing head 94276 Copper joi nt (for 94276 ) e 38 x a 24 x 1 I I 2 Jacking screws M12 Various spanners
o
Group:
1 2 3 4 5 6 7 8
Spring tensioner Distance ring Nut Studs Round rubber ring Housing Compression spring Spring plate
9 10 11 11 a 12 13 14 15
Valve body 16 Closing union with Vah"a seat protecti ve cap 16a TREDO Seal Rl/4" Cyl. head 17 Pump lever Copper joi nt Nut 18 High-pressure Tie rod hose 19 Stop 1ever Testing head Connecting union
~--1
,..----2 -W:uJ:~~w:E;::::---3
1eE=--4 11+""d-J.~~-5
I~'>"'----6
All the cylinder head relief valves are to be removed fro. the cylinder heads at inter vals of approx. 6-8000 running hours earlier, if necessary - with the two jacking screws M12 and checked for absolute ti ght ness and correct opening pressure, with the aid of the injector test stand.
Even if the opening pressures are still cor
rect, it is advisable to check a few relief
valves at random and, depending on the con
dition found, to check the remaining ones too. The correct 0 pen i n g pre s sur e is marked on the rectangu lar flange of the valve housing and given in the setting records of the engine.
7 ..+/--"'-----
8
~rt~~i1l+_"_--9 :::N-<'~---..::-----,-----10
------110 ~----11
Gezeichnet fUr RT 58 DRAWN FOR RT 58
2 -107.195" 511
L.B.
2.87
RT
274/10
1
@
12
2
13
94273
9 10 110 14(94276) 16
18(94275)
Gezeichnet fur RT 58
DRAWN FOR RT 58
1-101.191.081
2.84
RT
274/1b
Dismantling and assembling
@
© 1
2 94273
18 (94275) 19
14 (94276)
16
17
15
0776 3380-4
Procedure for dismantling
- The relief valve, clamped in the test stand according to Figs. 'B' and 'C', is moved into horizontal position.
-
Unscrew spring tensioner 1 and remove spring 7 and spring plate 8.
-
Clamp valve housing at the rectangular upper part in the vice and unscrew valve seat 10. After that. the
valve body 9 can also be removed.
-
All components should be thoroughly cleaned and checked.
a
®
-
I 2- 107.125. 231.
1985
Pro c e d u r e
for
G r i n din 9 -
j
n
Valve seats whose contact surfaces are in bad condition are best re-ground by machine, aiming at the following angles: Seat of valve body 9 _ 44°
Seat of valve seat 10 _45 0
Valve seats which are only slightly damaged, however, can be re-conditioned by grinding-in by hand, following the procedure below (Fig. 'Ell: - Clamp valve body 9 into a bench vice. Using a small pointed stick, place a few dots of grinding paste onto the seat of the valve body, towards the greater diameter (Fig. 'E'/'a'l. - Put valve seat 10 onto valve body 9 and turn valve seat backwards and forwards. Clean the faces se veral tiles and repeat the grinding process until a r.elatively narrow, shiny band- towards the smaller diameter - indicates the contact area (Fig. IE'/'b'). - Finally thoroughly clean valve seat and body. Pro c e d u r e
fo r
Ass e
III
b1 i ng
- Thoroughly clean all cOlponents and lightly oil them. '--..../
Coat valve body 9, the landing faces of spring 7 and the threads of spring tensioner 1 with Molykote paste G. - Use a high-te.perature resistant lubricant, such as THRED GARD or LOCTITE ANTI SEIZE COMPOUND, for coating the threads of valve seat 10. (These lubricants can of course also be used for the parts lentioned above). - Clalp the relief valve at the rectangular upper part in the vice and screw the valve seat 10 - with valve body 9 fitted - into the housing 6 and tighten firlly. - Place relief valve vertically into the test head 14 already screwed into the lounting angle bracket of the test stand and firMly tighten with nuts 12 (Attention! First insert copper joint 11 into test head ). Fit spring plate 8 and spring 7 and screw in the spring tensioner 1
at first without distance ring
1 - until the distance to the valve housing corresponds approximately to the thickness of the distan ce ring. Pro c e d u r e ~
for
T est i n g
Connect high-pressure hose 18 to connecting union 15 of the test head (see Fig. ICll and operate pump lever 17 until the relief valve opens (check the opening pressure on pressure gauge). - Dependi ng on the openi ng pressure found, further ti ghten or loosen spri ng t.nsi oner 1 until the cor rect opening pressure has been established. - Now measure the distance between the spring tensioner 1 and the valve housing and prepare a distance ring 2 of corresponding thickness. Unscrew the spring tensioner and insert distance ring. Test relief valve once again. Fitting the Relief Valve into the Cylinder Head (see Fig. IAll - Before fitting the relief valve, thoroughly clean the bore and contact surface in the cylinder head. Make sure that no foreign matter enters the combustion chamber when carrying out the work with the cylinder head fitted. - Fit the relief valve with a rubber ring in perfect condition and place a new copper joint onto the contact surface in the cylinder cover. Coat the outside of the valve housing with a little grease or oil to protect it against rust. - Coat the threads of the studs 4 with Molykote paste G and, after fitting the valve, very firmly tighten the nuts crosswise and in even stages.
5.84
SULZER
RT76
EXHAUST VALVE
Group:
275
Removal and Fitting of the Exhaust Valve
Sheet:
1
Tools:
2 1 1 3
Key to Illustrations
Hydr. Pre-tensioning device Valve protection Pneumatic impact wrench Suspension device Jack screws HP Oil pump or Air-Hydraul ic pump HP hoses
94252
94262
94264
94266
94267
94931
94941
95935
1 2 3 4 5
Wai sted stud Nut Valve seat Valve cage Air cyl inder housing
6 Upper casing 7 Casing to hydraulic part. S Cylinder head 9 Soft iron sealing ring AF Seating surface R Round bar
After disconnecting the flanged-on pipes and loosening the four nuts holding the exhaust valve to the cylinder head the exhaust valve can be lifted out as a complete unit with the crane and the suspension device 94266.
o
Should the valvm cage be jamming in the cylinder head (due carbon formation), two jack screws (94267) have been pro vided. Insert these in the threaded holes on the valve ca ge (see 270/1, Fig.'A') and jack the valve cage out of the cylinder head. Remark: Follow the instructions on sheet 940/0d on the utilization of hydraulic pre-tensioning jacks on screw fastened con nections. Instructions for TQosening and tightening the bolts with a pneumatic impact wrench (which is an exceptional case), see sheets 275/1c and /d. Concerning the draining of the cylinder cooling water please be guided by the instructions in group 270 Cylinder head, section 'Removal'. Working Procedure for Removal - Set the hydraulic pre-tensioning device 94252 consisting of four hydro jacks and straps onto the waisted studs (Fig. '8') and screw them on until their casings are seated on the valve cage 'AF'. - Connect the jacks to the HP oil pump (or air hydraul ic pump) with the HP hoses 94935 and 94935a as shown in Fig. 'C'. - Set oil pressure on the pump to 600-620 bar and keep it constant until the nuts 2 (Fig. 'C') have been loosened with the round bar 'R'; set oil pressure to zero. - Unscrew the pre-tensioning device and remove it. Remove al so the nuts 2.
./
3
t'
"-------- 9
~--).
4-107. 197, 676
Gezeichnet fur RT 58 DRAWN FOR RT 58
Hook the suspension device 94266, hanging on the crane, into the eye screws on the valve cage and lift the ex haust valve out. If the exhaust valve is not dismantled immediately on the spot, the valve protection 94262 must be fitted (see Fig. '0') and the valve stored carefully away.
11 R"
275/1a
RT76/84
®
Working Procedure for Fitting Before inserting the exhaust valve in the cylinder head attend to the following points: - The seal ing surface in: the cy1 i nder head as well as on the ex haust valve must be clean and undamaged.
1
The soft iron joint ring of 2 mm thichness set in the cylin der head must lie flat. - The a-rings 12 (Fig. 'B', page 275/2a) have to be replaced by new a-rings of specified dimension and quality, they have to be smeared with clean tallow. These preliminaries having been completed the complete ex
haust valve is attached to the crane with the suspension de
vice 94266 and slowly lowered onto the sealing surface taking
great care that the thread of the studs is not damaged by
grazing.
Smear the stud threads with MOLYKOTE paste.
The correct position of the valve cage is determined by a cylindrical pin set in the cylinder head. - Remove the suspension device and fit the nuts 2 by hand onto the studs, check ease of threading. - Tension the studs with the pre-tensioning device 94252 and at a pressure of 600 bar (see also group 013 sheet 1).
2
AF
1-1
R 0- 107. 197.345
©
AF
1-107.198.418
5.84
RT7t).84
275/1b
®
I-I
94262
3-107.197. 672
fi An
275/1c
RT
Mechanical Slackening and Tightening of the Valve Cage in the Cylinder Head [~~s~~!i~~gl=s~~~l Whenever possible, always slacken off or tighten up the valve cage waisted stud bolts using the hydrau lic tensioning device. This is to avoid any risk of uneven tensioning of the stud bolts which could lead '-"
to deformation of the valve cage.
The nuts of the valve cage waisted stud bolts may only be slackened or tightened with the pneumatic im
pact spanner (tool No. 94264) using the following procedure in exceptional cases, e.g. when the hydro
tensioning device cannot be used.
Slackening
- Mark two nuts lying diagonally opposite each other a+a according to diagram 'EI with paint and sla cken them back only through the following angle with the pneumatic impact spanner; EI~gi
ne type
4
RT 58
RT 68
RT 76
60 0
60 0
60
0
RT 84 RT 84M 60
0
- Slacken off the other two nuts b+b (on RT 76 and RT 84 engines) fully and remove them. Finally ~ slacken off the nuts in several steps which had previously been turned back through the above-mentio ned angle. Tighten
ng
- Thoroughly smear the bolt threads as well as the contact surfaces on the valve cage with MOLYKOTE pas te and screw down all the nuts by hand until metal-to-metal contact is obtained. --Now tighten them evenly using a spanner with a short, sharp jerk (by hand). Check their seating with a feeler gauge. - Mark the '0' position on each nut and on the valve cage at a corner with a felt-tip pen or similar. Furthermore, mark the positions for the 1st, 2nd and 3rd stage beside each nut on the valve cage (for the relevant engine type) according to Fig. 'F'. - Place the socket head insert such that the '0 1 mark (on its circumference) lines up with the '0' mark on the nut as well as the valve cage. - Now tighten the two nuts and then the other two through 30 0
0
(=lst stage).
- Finally tighten all the nuts through a further 4: (=2nd stage and 3rd stage) as required by the cor responding engine type. The relevant values can be seen on Fig. 'F'.
RT
275/1d
®
RT58 u. 58
a
a
a
b
RT75 u. 8'
® RT 76 150 o_.---- 8'
~
4 - 107. 199.585
L.B.
1984
RT
275/1e
Remark: Replacement of waisted Studs. Should a waisted stud 1, of the valve drive, have to be replaced, (in the following text called stud for short), then the following points must be observed: - Before fitting the stud 1 clean and degrease the threaded bore in the cylinder head as well as the stud thread. (Use Perchlorate, Aceton etc.) - Screw in the stud with clean thread, without 'Loctite' right to the bottom, and tighten to 50 - 200 Nm. Utilize always stud driver or 2 locked nuts. Tools like pipe wrench etc. which would damage the stud shank must never be used. - For the protecting of the stud in the cylinder head, fill the ring space above the thread with a well adhering, water and oil proof sealing compound (as shown in illustr. below) the sealing compound must remain plastic at normal operating temperatures. Should waisted studs for cylinder head, relief vave or starting valve have to be replaced, proced likewise for sealing their ring spaces with the sealing compound, the properties of which were described above. Recommended jointing compound and adhesive primers Jointing compound
No. of compount's
Hardener
adhesive primer
Manufacturer
G790
Wacker Chemie AG, Sonnenhalde 15 CH-4410 Li esta1
P-3
Product of Poland
RTV - ME 622A
2
ME 622B
Po1astosi1 M56
2
OL-1
Si1cosed 105
2
Aor 0
without type designation or OP
Wachendorf AG Auf dem Wolf 10 CH-4002 Basel
other equiya1ent products of further manufacturers may also be used.
Dichtmit tel FILLING - COMPOUND
4-107. 2l,(). 235
L.B.
12.88
SULZER
RT
EXHAUST VALVE
Group:
275
Dismantling and Reassembling
Sheet:
2
Tools:
1 1 1 '1 1
Key to Drawings
Pre-tensioning jack Retaining frame with swi vel devi ce High-pressure oil pumps High-pressure hose Feel er gauge Depth gauge Fitting and With drawing device
94251 94290 94931 94935 94122 94124 94263
1 Damping e1 ement 2 Vent housing 3 Housing head (hydrau1 ic part) 4 Piston 5 Ba r re1 (hydr. cy1inder) with retaining ring 6 Sleeve 7 Cylinder 8 Retaining ring for piston sealing ring 9 Upper housing 10 Air cylinder housing lOa All en screws 11 Valve cage 12 '0' rings 13 Valve spindle 14 Turning wings 15 Guide bush with rod seal 16 Sealing air throttle
17
18 19 20 21 22 23 24 25 26 27 28 29
E R B
EX
Retaining ring
Bell evill e washers
Locking ring
Sight glass Distance sleeve Nut Securing sleeve with bo 1t and locking plate Piston ring
'0' ring
Piston sealing ring
'0' ring Rod sealing ring '0' ring Vent screw Tommy bar Shim ring Tapped hole for jacking screw
The handling tool 94290 is used for inspection and dismantling of the exhaust valve. It accepts the comp1e
te valve assembly after it has been removed from the engine and its swivel device allows the valve to be
set to any position required.
(See also dismantling sequence on illustration 'E' and 'Ff)
Dismant1in
(order)
1. Sl acken off all four bolts whi ch c1 amp the housing head and lift it off the upper hous ing 9 with the hydraulic part. The piston 4 remaining in the hydraulic cylinder 5 is held by the retaining ring and is therefore preven ted from falling out.
2. Also slacken off housing 9 and lift it off the air cylinder housing 10 with the crane. 3. Slacken off sleeve 6 and lift it off the cy1 i nder. 4. By removing the bolt securing arrangement com prising: bolt with locking plate and securing sleeve, the spindle nut which has to be loose ned can be laid bare. 5. Screw the pre-tensioning jack 94251, Fig. A, onto the protruding threaded part of the valve spindle by hand until it rests against the dis tance sleeve 21 without clearance. Note: Please follow the instructions given on Sheet 940/0d for the use of hydraulic pre-tensioning jacks on bolted connections.
I
R
22-
~~--R
21--~/I1
13
-----'
2 - 107.197. 013
275/20
RT
24
12
1..
--+
.-1
Gezeichnet fur RT 84 DRAWN FOR RT84 2-101215.246
L.B.
11.84
275/2b 942~,1 with a high-rressure hose. Sl ightly open the vent screw 'E' on the jack. Operate the high-pressure oil pump and hOld the 'Jert screw open until bubble-free oil escapes, then close it. Bring the pressure at the pump up to an indicated 500-520 bar. The nut is now loose and, while keeping the above-mentioned pressure constant, can be completely slackened off with tommy bar 'R' and removed.
5. Connect up the high-pressure oil pump 94931 to the jack
I
'-.-/
7. Remove di stance sl eeve 21, and cyl inder 7 after the other. 8. Separate the air cylinder housing 10 from the valve cage 11 by slacking off and removing the two allen screws lOa and take it away. 9. Remove the two-piece locking ring 19 after removing the tension spring which surrounds them. 1O. Remove the retaining ring 17 with the Belleville spring washers let into it. Aslo pull out the rod spindle seal inserted underneath in the guide bush 15. ll. Operate the swivel gear on the valve handling device. Swivel the valve cage into the vertical posi tion (for removing the valve spindle upwards), still with its valve spindle. Where there is little headroom, the valve spindle has to be removed horizontally (see Fig. 'G'). 12. Remove valve spindle.
©
Removal and Fitting of guide bush if necessary
'-107198.1.3'
Ausbau DISMANTLING
Einbau
@
ASSEMBLING
94263 I
------- , ' I
15
fn::=±=:vrI: /
.
11
I
2 - 107. 199. 574
L. B.
l---1 1 ALL
RT
275/2c
Reassembly
- Reassembly follows in reverse order of dismantling.
Pl ease note:
Carefully examine the condition of the piston sealing ring 26 (this is held on the air cylinder housing
by retaining ring B) at every opportunity but at the latest when overhauling an exhaust valve according
to the maintenance schedule. Worn or defective piston rings as well as rod spindle sealing ring 28 mUST
be renewed.
Please follow the instructions given on Sheet 940/0d for the use of hydraulic pre-tensioning jacks on
bol ted connections.
Pressure necessary to pretension the valve spindle = 600 bar _ Should an exhaust valve be fitted with either a new valve seat or spindle, the valve seat has to be le velled beforehand every time in the installed condition using the available valve seat grinding machin~ The instructions for this one given in Group 275/3. _ In addition to this, at each exhaust valve overhaul, particularly after grinding of the valve seat and/ or valve spindle the valve damper 1 has to be removed. The dimension 'H' has to be determined using depth gauge (tool 94124) from the upper edge of the top of the housing 3 down to the bottom of the dam per bore in piston 4. To do this, the exhaust valve must be closed. (Using the feeler gauge, check that the valve head sits on the valve seat without clearance.) The tnickness 'hI of the new spacer ring 'B' should be determined using the follbwing formula: RT 58: h 150 H~0.5 ~ RT 68: h 180 H~0.5 RT 76: h 200 H~0.5 RT 84: h 220 H~0.5 RT84M: h = 220 - H~0,5 Fit the damper with readjusted shim ring pack. Individual'e shim rings of thickness 1 mm are available. _ On engines where a coarse filter is fitted between vent housing 2 and housing head 3, this must be checked and cleaned after each overhaul.
@
Gezeichnet fUr RT 58
DRAWN FOR RT 58
L. B.
1. 89
275/2d
®
RT
Auslassventil - Zerlegungs - ~eihenfolge
EXHAUST VALVE - DISMANTLING - SEQUENCE
07853099-1
07853099-2
07853099-3
07853099-4
07853099-5
07853099-6
....
~J
L.B
RT
275/2e Schwenken der Vorrichtung
o
SWIVELLING
THE BENCH
07853099-8
Venti/spindel-Ausbau
----,..,----
VERTICAL POSITION
VALVE SPINDLE-DISMOUNTING HORIZONTAL POSITION
,.~.4 -- ,
4. '.- I I Ji-
~_
'r'
07853099 -10
07853099-9
Schleifen des Venti/sitzes
GRINDING THE VALVE SEAT
07853099 -11
L.B.
1985
SULZER
EXHAUST VALVE
RT
Exchanging and Grinding of the Valve Seat
'-"
Group:
275
Sheet:
3
Key to Oralliinos
Too1s: 1 Valve seat removal device 1 Valve seat fitting device 1 Valve seat grinding machine 1 Pilot 1 Holding strap 1 Gauge 1 High-pressure pump 1 High-pressure hose 1 Feeler gauge Engineers marking blue
94260 94261 94278 94278a 94278b 94279 94931 94935 94122
1 2 3 4 5 6 7 8 9
Valve cage Ring halves Valve seat body Clamping ring (4-piece) Bracket Clamping plate Nut Coupling union Cylinder
10 11 12 13 14 AF E
L
Piston Piston sealing ring Rod sealing ring Draw bolt '0' ring Seating surface Vent valve Clip Eye bolt Blocking valve Hammer wear limit as a result of being
R V H Valve seats which have badly damaged seating surfaces or which have reached their reground several times, must be exchanged. It is best to have the valve cage sitting vertically when exchanging a valve seat (see Fig. 'C'). This is also necessary for the following grinding with the valve seat grinding machine. The valve guide is not to be removed when doing this.
As with all other maintenance work on the valve seat, the grind has to be recorded on the form "Ex_ haust Valve Record" No. 4-107.044.059-1/-2. Form samples are enclosed at the end of Group 275 Sheets 3e/3f.
Removing a valve seat (Fig. 'A')
@
8---_-.I:':~-~
E - _ _
9---l..."J ~==l::::::i 10--~.1d7h+r,+ri+'+!J\ l1----+.:~r~"y
12--~~~~=rli 13--;:::::rL;:Zlt:L
94260
7 6
5
3
L
1- 107. 197. 671.
L.B.
7.87
RT
275/3a
Insert both ring halves 2 of the valve seat fitting device 94251 into the groove on the circumferen ce of the valve cage 1 and bolt them into one ring. - Lead the valve seat removing device with clamping plate through the bore of the valve seat until the support 5 lies on the ring. - With the aid of the nut 7 and a spanner, push the clamping plate 5 down as far as it will go. Simu1 taneous1 y the c1 ampi ng ri ng is pressed out radi all y and fi na11 y gri ps under the val ve seat wi th its c1 awed part. - Connect up the high-pressure oil pump 94931 to the valve seat removing device with the high-pressure hose 94935. - Open the vent Screw 'E' slightly and, while operating the hydraulic pump, keep it open until bubb1e free air escapes. Now close the vent screw. - Increase the pressure at the pump until the valve seat has been pressed out of its seated location. - After swinging out both clips IL', lift the valve seat together with the removing device off the val ve cage. Fully release the oil pressure in the removing device by opening the blocking valve 'V' on the pump. - Slacken off nut 7 and separate the valve seat from the removing device. Fitting a valve seat (Fig. 'B') - Set the valve cage in the vertical position, as for removal of the valve seat. - The bore as well as the landing shoulder for the valve seat in the valve cage must be thoroughly and carefully cleaned. Any unevenness or damage would result in leakage at the seating surface 'AF'. - Smear the bore which takes the valve seat in the valve cage with clean oil or a lubricant such as Thred Gard, Loctite Antiseize Compound, etc. Also smear the '0' ring 14 with the same lubricant before it is inserted in the groove in the valve seat body. Use genuine spare '0' rings. - Push the valve seat into the bore of the valve cage as far as possible by hand then, with the aid of the fitting device 94261 (see Fig. 'B'), pull it in as far as it can go. Using feeler gauge 94122 check that there is no clearance around the circumference at the seating surface 'AFI. When carrying out this check, the fitting device must remain fully tensioned, this also being necessary during subsequent grinding of the valve seat.
2- 107. 197. 680
L.B.
5.84
275/3b
RT
Finally chp,c~ .ith feeler gauge 94122 carefully a11 around surface 'AF' whether no clearance remains anywhere. Ilhen thi sis confi rmed, the grinding of the valve seat can proceed. Grinding the Valve Seats Valve seats must be ground only with the vaJve seat grinding machine. Grinding-in by rubbing valve spindle head against valve seat with grinding paste must be avoided as a matter of principle! Ilhen should valve Seats be ground in the Valve Cage?
- A 1 way s when
new
valve seats are fitted to the valve cage.
- When new or reconditioned valve spindles are fitted. An exception can be made if the seating sur
face is neither worn nor damaged by corrosion. - When the seat surface on the valve seat is badly damaged through operation \lith heavy fuel oil. (11 pacts, corrosi on scars).
gezeichnet fur RT 58 DRAWN FOR RT 58
gllzllichnet fur RT 38
@
DRAWN FOR RT 38
9'278 b ~271
0-101. 199.661
,-
~~
•
..
Engine Type
~n
•
1 ----~--' j
P
',:
i1
RT 38
15 0
15 0
RT 48
15 0 15 °
15 0 15 °
0
0
RT 52 RT 58
hi
h hI Chamfer angle
Chamfer .idth mm mm 6 6 6 10
6 10
30 15°
10
2
RT 62
15 J 50
10
10
RT 68
15°
30 °
10
3
RT 76
15 0
30°
10
3
15°
30 °
12
4
T84/RT84M
5
6.86
RT
275/3c ~s
an example, illustration IC'
sho~s
a machine rranufactured by
"H~~GER"
being used.
~hen carrying out grinding of the valve seat, care has to be taken to ensure that as little grinding dust as possible enters the valve cage or remains there. It is essential that everything the thoroughly clea~er after completion of the work. ~
For the operation of the grinding machine we refer you to the comprehensive instructions supplied together
with the machine.
The object when grinding is to achieve as clean and as smooth a finished surface as possible.
When working with the grinding machine it is particularly important to ensure that this is well centered
within the valve guide. The chamfer in the valve guide serves as a fixed landing surface for the taper on
the pilot (see details in Fig.ICI). Defore mounting the grinding machine carbon deposits must therefore
be fi rst removed. '
Experience has shown that when grinding valve seating surfaces next to vibrating machinery or engines,
chatter marks appear. This phenomenon can be successfully avoided when the valve cage is laid on a thick
rubber mat during the valve seat grinding process. In general, grinding should never be done without such
an insulating lever of rubber.
In order to prevent the grinding machine from turning during grinding, the holding strap 94278b is bolted
to the side of the valve seat fitting devicej its forked end surrounds the handle thus holding the machine
head.
On principle grinding can be done in both directions 4-~ • It is just the same recommended always to
grind from inside out. For the finish grinding may only be done from inside, as only in this way the re
quired angle precision can be achieved.
Valve seat angle = 30
o +2'
o
A maximum of 3 mm may be ground off the valve seat. The state of wear can be checked at any time with the gauge (tool No. 94279) together with a feeler gauge (see Fig. '0 1 ).
@
94279
®
4 - 107. 198.426
In-feed of cutting depth Roughing: Finishing~
Feeding speed of whee 1 sli de
0.1 mm (4 divisions on the gradua 3.5 mm/min ted collar) 0.03mm (l~ divisions on the gradua 1.0 mm/min ted collar)
R.P.M. of wheel head 7
~
9
3
~
5
Attention! The mlnlmum in-feed setting possibility on the graduated collar for finishing is 1 division.
Never let the grinder run through wi~hout resetting! (chatter marks risk).
Bring the grinding wheel back to the starting position after every run through.
Dress the grinding wheel 1 to 2 times for each valve seat with the built-on dressing device.
Grinding Wheels: 0 63 x 20 x 8 mm wide, material: noble corundum, grit size 80, soft (open structure). Recommended quality: Viturbin form 1 53A - 80F 13VP mf, Makers: Schmirgelscheibenfabrik A 8400 Winterthur (CH)
RT
275/3d
~fter the grinding, check whether the new or the re-ground valve spindle seat bears correctly in the
valve seat (see group 275, sheet 3), ~pp1y some film of marking b1 ue to the spindl e seat and insert the val ve spi nd1 e into the val ve gui de bush. Rotate the val ve spi nd1 e 3 to 4 ti mes about 1/3 ci rc1 e to and fro. For thi s movement the spi nd1 e wei ght may have to be somewhat reduced, either by the pull of a finely controllable rope lift or by lifting the spindle a little from below, without this there is a risk of the seating seizing up! (Fig. 'E'). The ang1 e di fference (spi nd1 e seat/val ve seat) is so chosen that at operati ng temperature the val ves bear from the outer diameter 50-1CO% (Fig. 'F' ), The bearing check should reveal that the valve bears on the whole ci rcumference but on1 y on the inner di ameter. The ang1 e di fference can be checked on the ou ter di ameter ci rcumference gap I S' by a feel er gauge (Fi g. I G'). Htention: Please follow the instructions on the assembling of exhaust valves in group 275/2c under "Remark" concerning the fitting of re-ground valves and/or valve seats. For seating check of the valve seat, tap the valve spindle head with a lead hammer or with a steel ham mer onto a wooden block! (ll1ustr. lEI)
00 not rotate the valve spindle on the valve seat face. as this carries seizure risks for the seating.
®
4-107. 198.. 427
®
'-"
En i ne
0,045 + 0,06511.
RT 58
0,07 + 0,10
11111
RT 68
0,10 + 0,12
11m
RT 76
0,13 + 0,16 mID
RT 84
4 - 107. 198. 868
L. B.
7.87
4-107.044.059-1
1984
SULZER
Crouhead - Engine
[\;
Exhaust Valve Record
RTA
(see also group 275 of Maintenance Manual)
Sheet 112
-J
\.n
I--------------------------I-----------------T""----------------------r--------...L..------t;)co Installation:
Engine type:
RT
Engine builder:
.
Enqine No. : .
..
.
Spindle identification ( location see sheet 2): ,) Service hours Engine I Spindle
Inspection No. I Da,e
1)
Remarks:
21
3) 4)
A) B) C)
Notes :
01
21
Seat
Engine load (kW)
2: Temp. bef.Turb.
Findings 31
Spindle
fOCI
Work performed on : 41 wear I Seat (mm)
wear lmm)
Stamps, Markings, Maker, etc. Average values recorded during preceding service period. Sealing traces inside or outside / Deposits: soh, hard, oily, dry, colour, quantity, distribution / Spot marks / Blow·through traces: number / Blow·through channels : number, breadth, depth and location / Stem surface / Others. If necessary, sheet 2 should be used too. Cleaned, ground, repairers' reconditioning code. The wear has to be determined according to sheet 2. Every inspection has to be recorded. Sheet 1 should be used for one spindle / seat only. Once a year, a copy of these records should be mailed to the below·ment ioned address. This record has to be handed over to the authorized repairers when reconditioning work has to be carried out by them. Records of valves ~rapped or remachlned to a different size are to be returned with a respective notice to the below·mentioned address. SULZER Bros. ltd., OM-SerVIce Dept., CH - 8400 Winterthur, Switzerland
(
(
(
\
(
( 4-107:044.059-2
(
(
1984 [0
SULZER
Crouhud Engine
RT A
I
Exhaust Valve Record
I Installation:
i
RT
Engine type:
-..J
(see also group 275 of Maintenance Manual I
Sheet 2/2
i
Engine builder
i
Engine No. :
V1
"- IW .....,
Spindle identification ( location see sheet 2 I : I n~pection No. :
Place:
Date:
Findings of only one spindle / seat should be marked on this sheet!
~r>indle
Spindle identification marked here
-+
Findings to be marked in red
I
I
'"
III
I
To be mailed to: SlA..ZER Bros. Ltd. OM - SeNice Dept.
Seat
CH-8400
Yr~~hur
Switzerland I
:::: t>--'
SULZER
EXHAUST VALVE Grinding the Seating Surface on the Valve Head
RT
275
Sheet:
4
Information concerning the grinding of valve seats in valve cages are given in Sheet 275/3.
Taa 1s:
Valve grinding machine Gauge Feeler gauge Engineers marking blue
Group:
94291 94292 94122
All grinding and repair work carried out on the valve spindle must be recorded on the Sheet "Exhaust Valve Record", Form number 4-107.044.0S9 -1/-2. Form samples are attached as Sheets 3e/3f at the end of Group 27S. Grinding in a valve together with its valve seat with grinding paste is not permitted. Valves which have had the seating surfaces badly damaged by pocketing or corrosion have to be machine reground. It is strongly recommended that a suitable grinding machine such as tool No. 94291 be made available. The following machine has proved itself well for valve grinding and can also be ordered ai rect from SULZER, Winterthur. (Fig. 'AI). Valve grinding machine type VKM 5
Manufacturer:
L. Hunger Grafelfingerstr. 146 0-8000 Munich
9'291
Seatinq Face Anqle on Valve Engine Type RTS8 300 +12' Angle 0< +10'
RT68 300 +lS' +13'
RT76 300 +17' +lS'
RT84 300 +20' +18'
Only sufficient material should be ground off the valve head to provide a clean and smooth finished surface. Only grind with cooling (wet). In order to avoid the appearance of chatter marks on the seating surface, the grinding machine should be placed in an area which is free of vibration from running machinery or engines, etc. If necessary the grinding machine should be stood on a rubber mat. For the operation of the grinding machine we refer you to the comprehensive instructions supplied together with the machine. Good results have been obtained by using the following recommended grinding wheels: Stone quality EKl 80-g8 vu 156
Supplier L. Hunger Grafelfingerstr. 146 0-8000 Munich
Cut/Feed Rate
Coarse
Fine:
Cut Cut approx. 0.025 mm approx. 0.01 mm Feed rate with automatic oscillation system
275/40
RT
®
A maximum of 3 mm lay be ground off the valve
head. The wear condition can be checked at any tile with the gauge (tool No. 94292) and feeler gauge (Fig. 18') •
.... .. . ~
.'
Where the precise anQle reQuired has been during grinding, a check with larking with the valve on the reground valve seat valve cage will show only a line of touch very narrow band (extent of contact) this ing from the smaller diameter (Fig. 'e').
~
obtai blue in the or a start
See also remarks on Sheet 27S/3d regarding the valve behaviour at running telperature.
P1ease note:
~
va1ve spindle with missing turning wings may not be reground. The wing hub must be 0 shrink fitted on the valve shaft by heating it to 480 C. Grinding lay first begin after the whole unit has cooled dewn. 4 - 107 199. 684
L.B.
11.84
SULZER
RT
Group:
Measuring
~rank ~eflections
Sheet:
310 1
Tool s: 1 Di al gauge 94305 In order to ascertain whether the axes of the crank journals deviate from the theoretical shaft axis
the crank deflections must be measured. When doing so the ship must be floating freely.
Under normal circumstances, it should suffice to measure the crank deflections once a year. They must,
however, be measured as soon as possible if the ship has grounded or after replacing the main bearing
shells. The deflections have to be measured again approx. 100 service hours after replacing the bearing
shell s.
Should signs of damage of the main bearings be found during inspection of the crankcase, the crank de flections should also be measured. Measuring is carried out using a crankshaft dial gauge (tool No. 94305) which, for this purpose, is inserted between the crank webs of the crank to be measured. When turning the crankshaft, the altered distance between the crank webs can be read from the dial gauge as this indicates any opening or clos ing up. The smaller the variations the better the position of the shaft. Measuring Procedure: (Indicator valves must be open) With the running gear in place, the crank to be measured has to be turned towards B.D.C. until the dial gauge can be fitted next to the connecting rod at the position indicated. Pretension the dial gauge slightly and set it to non (see Fig. 'A'). Turn the crankshaft 'Ahead' with0 the turning gear and read off and note the readings shown on the dial 0 gauge at the crank positions 90 before T.D.C., at T.D.C., 90 after T.D.C. and before B.D.C. (dial gauge still next to the connecting rod). The last valve serves as a check. If the correct procedure has been followed, this should be back at nearly non.
Kurbel im 0. T. P CRANK AT T. D.
o
C.7
{pt_._.~ 9~305
3 -107. 159091
2.87
J10/la
..L '._
The difference ( L,al between the indicated val ues at B.o.C. and T.O.C. shows the amount of crank
deflection during one revolution.
All influences which effect a temporary deformation of the hull and/or the engine affect the crank
deflection.
These are for example:
- loaded condition of the ship - engine cold or at service temperature - differing air/water temperatures - strong sunshine The maximum values of 6a given are valid for all conditions independent of outside influences (see Fig. IBI)' Where values are measured which lie outside the maximum permissible limits, the cause has to be found and the necessary remedial measures taken (defective main bearing, engine support altered due to hull deformation, loose holding-down bolts, defective shaftline bearings, etc. etc.). When measuring the crank deflections, ensure that the crank journals are fully seated in their bearings.
Crankshaft deflection ggu~
[AO- oroc - oBOC I
t ~
tlc:
!
0.6 ~--+----+-------t-+--+---+-j----t--+---,--j--T----t:;?rl 0,5
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2.84
SULZER
TORSICNA~
VI5RATICN
~AMPSR
Group:
Tak~ng
a Silicon ~luid Samnle (Only applicable for Engines vith Vi s cosi ty Vi ":;rat ~on :am ner;
RT
Sheet:
313 2
Key to Illustrations
Tools: Large screw driver Fl at caul ker 1 Medi urn hammer Centre punch assorted spanners Torque wrench 140 - 560 Nm
1 1a 2/2a 3/3a 4
5 6 6a/ b
7 Cam shaft 7a Coupl ing a/Sa Spacer ring 9 Gyrating mass 9a Counter weight 10 Rubber ring 11 Sealing ring 12 Threaded plug
Cl addi ng Hood Casing trough Casing cover Rubber ring Intermediate shaft Crankshaft end Coupling bolts
C Sam p1e con t ai ner Cover K Lock by centre punching * Alternative execution
o
The service life of a vibration damper is largely dependent on the RPM-range in which the engine is run. Wear of the inner parts as well as changes in the silicon oil properties can contribute to a re duction in the dampers effectiveness. By periodic examination of the silicone-oil the makers of the vibration damper can draw conclusions on its condition. It is therefore recommended to have the silicon-oil examined periodically the first time after about 35'-40'000 operating hours. Future intervals for examinations depend on the result of this first fin dings. Special sample containers can be obtained from the damper makers (see Fig. 'CI). Remark on the Drawing of a Silicon-Oil Sample In the casing trough 2/2a or in the casing cover 3/3a, two oil drawing holes are carefully closed and sealed with threaded plugs 12. Vibration dampers of very recent manufacture will be equipped with two each withdrawing points on either side, so that the samples can be taken on the side of best accessi bil ity. Vibration Damper on the free Crankshaft-End
2
11
1
®
12
9a
10
6a ,
;
,
I
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8
9
3
o-107 156. 793 ?
n
RT
313/2a Vibration Dampers on the free Camshaft End
o
11
®
I-I 7
12
10
30
1 -107. 197. 323
12·
5
70
gezeichnet fur RT 58 DRAWN FOR RT 58
Preparations: - Remove the hood la or cover 10' respectively. - Rotate the crankshaft or the camshaft until one of the closing plugs 12 on the sample drawing side chosen, is in the best accessible position. [Fig. 'BI) - Pay attention to the vibration damper maker concerned! Usi ng a fl at caul ker, hammer back the squeezed materi al in the slot, whi ch serves as locking means. - Loosen the threaded plug, but do not Unscrew it yet, it must still seal the oil in. Rotate the crankshaft or camshaft respectively until the chosen and prepared oil-drawing opening reaches the bottom most point. - Leave the damper in this position for at least two hours. [If the oil-sample is to be withdrawn from a removed vibration damper the same conditions apply as regards the positions and the waiting time). In both cases the vibration damper must have cooled down to about room temperature. Prepare the sample container, i.e. remove the screw-cap and examine the bore - which must be me ticulously clean. Attention! The threads on the two ends are unequal on the Holset-oamper [see Fig. Ie').
2.84
RT
313/2b Drawing a Sample (see Fig. 'AI)
-~
- Arrange the prepared Oil-drawing point to an easily accessible position by rotating the crank or cam- shaft respectively. - Unscrew the threaded plug 12 and in its place screw in the readied sample container. - Wait till the silicon-oil flows out of the open sample container end. Depending on the viscosity of the silicone-oil this may take some time. The process can be accelerated by the following:
-I) Rotate the damper that the sample container is as low as possible.
2) Remove the second threaded plug 12 for a short period.
- As soon as the silicone-oil begines to flow out, close the sample-container with the one screw cap. - Unscrew the sample container from the damper casing (hold vertically) and fit immediately the threaded plug 12 with a new seal ring 11. Avoid unnecessary leakage of silicone oil!). - Fit the second screw cap on the sample container and finally tighten both moderately. - Tighten the threaded plug 12 with about 2.5 mkp (18 lb.ft) and lock it by caulking metal into the slot. Attention! The special sample container permits to draw a specific quantity of silicone oil from the damper. The total number of samplings should be limited at 10 times. The filled sample container has to be labelled and sent to the following address for examination: Carl Hass & Wrede GmbH Mohriner Allee 30-42 0-1000 Berlin 47 West Germany
or
Holset Engineering Co. Ltd. P.O. Box A9 Turnbridge HUDDERSF I ELD HDl 6RD Great Britai n
The label must contain the following information: Engine Type, Engine No. Number of operating hours of the vibration damper, also its manufacturing serial Number (this number is stamped into the cover- in the vicinity of the warning shield).
2.84
313/2c
RT
©
Proben -Behdlter / Sam~/e Container
I
, Hasse g Wrede
Ho/set
3/8 "BSF
-Ml0x 1
c
C
MlOxl
1
11
12
K
4 -IC':' 159065
2.84
SULZER
Axial Damper
Group:
Dismantling and Assembling
RT
Sheet:
314 1
Index to illustrations Tools: 94122 1 Feeler gauge 94312 1 Suspension bracket 1 Crankshaft 22 O-ring 1 hydro pre-tensioning jack 94313 2 Dri vi ng shaft 23 Dowel pin 1 High pressure pump 3 Bo 1ts 94931 24 Ora in screw 1 Pressure gauge 94932 3a Locking wire (0 3mm) 24a Copper sealing.ring 4 Locating bol t 1 Connection stud 94933 25 CYlinder} 26 Piston hydro pre-tensioning 1 High pressure hose 94935a 5 Dowel pin 27 Disc jack, tool Nr. 94313 1 Pair of pliers 6 Guide bush 7 Eye bo 1t 28 RestrIcting nozzles 1 Flat chisel 29 Tapered dowel pin 8 Cylinder 1 Light hammer 30 Spring dowel 1 Heavy hammer 9 Bolt 31,31a Pressure setting valve casing 1 Closed wrench (Type 330) AF65 10 Bolt 32 Oil distributing casing Various open end and ring spanners lOa Locking wire (0 2mm) 33 Pressure setting screw Various Allan wrenches 11 A11 an screw 34 Fl ange 12 Bolt 35 Bo 1t 13 Ring 14 Leakage-oil collecting E Venting pipes casing L Leakage drain pipe 15 Bolt S Oil feed pipe l5a Locking wire (0 2mm) R Round bar 16 Tension bolt V Pressure releasing valve 17 Nut VV Venting valve 18 Locking disc W Tapped holes for tool 94312 19 Sealing rings Setting distance 20 Pi ston 21 Piston running ring (2-part)
DIS MAN TLIN G _ Stop lubricating oil
~ump
before starting dismantling work.
_ Remove drain screw 24 to drain the oil,and when oil stops flowing replace screw with sealing ring 24a and tighten it. (The oil is to be collected in a container and poured back into the oil systeml _ Remove venting pipes "E", leakage pipes "L" and oil feed pipe "S" from the axial damper. The openings on pipes and damper housing are to be blanked off to avoid dirt from entering. - Loosen bolts 12 and remove leakage collecting casing 14. - Connect crane to eye bolt 7 by a rope. Take weight. _ Extract tapered dowel pins 29 (Fig.ICI) by means of a threaded bar with nut M12. - Loosen and remove bolts 9. - Move cylinder 8 away in axial direction (weight is approx. 500 kg). - In case the piston 20 needs to be removed, the bolts 15 and locking disc 18 must be removed. _ The crankshaft is to be turned to such a position that the two tapped holes "WI! (Fig.JAI) are on top. _ Screw the hydraulic pre-tensioning jack 94313 onto the tension bolt 16 until its cylinder 25 is hard against ring 13 and then turn it back a half a turn (Fig.'B'). '-'
_ Connect pre-tensioning jack and high pressure pump with the high pressure hose 94935a and tension the tension bolt with 600 to 610 bar pressure which is required to loosen nut 17. Unscrew the nut one full turn and remove pre-tensioning jack after having released the pressure to zero. L.B.
1984
J14/1a
RT
- Remove nut 17, ring 13 and the outer seal ing ring 19. - Fit the suspension bracket 94312 onto the piston 20." For this the tlO bolts belonging to the bracket are to be screled into the tapped ho Ies "1'/" (F ig. 'A' and '0')
~
- Connect suspension bracket 94312 on crane hook lith a rope and take leight. - Extract dOlel pin 5 and remove Allan screws 11 (use extracting device M12 as per sheet 940-6). - Remove piston in axial direction (weight approx. 350 kg). If necessary assist by pushing lith length of lood placed betleen piston and casing.
ASS E MBLIN G Assembling occurs in reverse sequence to dismantling, paying special attention to the folloling points: It Badly lorn sealing rings 19 or piston running ring 21 are to be exchanged lith nel ones. It O-rings should principally be replaced lith nel ones. 4t Bolts 10 and 15 must be tightened and locked lith lire of 2 mm diam. (see viel I and IV of Fig. 'A'). The
locking of the bolts is to be done in such a lay that the lire crosses""just in front of the dOlel pins 23
in order to lock them also.
4t Just prior to fitting, the folloling items must be smeared lith clean oi 1: Guide bush 6" (bore), piston 20,
piston running ring 21, sealing rings 19 and cylinder 8 (bore).
-
It Piston running ring 21 and sealing rings 19 must be free Ihen fitted.
Pretensioning of tension bolt 16 - Fit guide bush 6 and tighten bolts 10. Lock the bolts lith lire of 2 mm diam and then fit the inner sealing ring 19. - After the piston 20 is placed, tighten the Allan screws 11 and then screw nut 17 onto tension bolt 16 and tighten it lith a spanner or round bar 'R' until it is hard against ring 13. - By means of a felt pen or suchlike,a mark has to be made on one corner of the nut and a place but on ring 13.(This is done to check the tightening angle later).
str~ch
mark on the
- Screl the hydraulic pretensioning jack 94312 onto the tension bolt 16 until its cylinder 25 is hard against ring 13 (Fig. '8'). - Screl connection stud 94933 into the connecting nipple of the jack and connect it lith the pump using a high pressure hose 94953. - Close pressure releasing valve 'V' on pump 94931 and lightly slacken the venting valve "VV" on the jack. _ Operate high pressure pump until air-free oil escapes from the venting valve and then re-tighten
~valve
'VV'.
- Apply pressure of 600 bar and keep this constant until the nut 17 is screled on hard against ring 13 (Check seating lith feeler gauge). Only then stop pumping and open pressure releasing valve "V" on the pump. - Remove pretensioning jack and check the angle of displacement of the nut by checking the marks initially made. This should be approx. 70 o• .- In case of great deviation slacken the nut again and repeat pretensioning procedure. - If pretensioning is correct,place locking disk 18 over nut 17 and tighten it lith the bolts 15. Finally lock the. bolts in pairs using lire of 2 mm diam. (see view I, Fig. 'AI). " - Mount the remaining parts and connect all the oil pipes lith the damper.
L.B.
1984
314/1b
RT
Tightening of bolts 3
- In case the bolts 3 were removed for some reason, retightening has to be carried out as fol lows:
- Smear some oil onto threads and contact faces of all bolts 3 and screw them in by hand.
- Take a closed spanner (Type 330) and tighten them only by a jerk (= 1st stage). Do not use extension or
a hammer! - Mark the position of each bolt with a felt pen or suchlike. - Finally tighten the bolts crosswise with the same spanner but this time with blows of a hammer until the bolts 0 are tightened through an angle of 15 to 20 (2nd stage). - Lock the bolts in pairs with wire of 3 mm diam. (see view III, Fig. 'A').
C~fCKING
T~E
RESTRICTING NOZZLES
- It is recommended to check the restricting nozzles 28 after 12 to 15000 running hours. This is to be done while the engine is stopped. The drain screw 24 must be removed and the oil drained from the axial damper. The collected oil is to be returned into the engine. '-/
- Remove the oil feed pipe'S' and the oil distributing casing 32 from the cylinder 8 and check the restricting nozzles for signs of errosion or cavitation damages. - After checking them the drain screw 24 together with gasket 24 must be replaced and tightened.
SETT ING SCREIIIS 33 (see Fig.'C', section II-II, sheet 314/ld) The position of the setting screws 33 was determined by specialists during sea trials, wherefore special measuring instruments were necessary. To avoid any intentional or unintentional displacement of theses screws they were locked with welding spots ('illS). T~E
POS IT ION OF
T~E
SETT ING SCREIIIS MUST ON NO ACCOUNT BE ALTERED!
In case the screws must be replaced with new ones - however no instruments to measure the axial vibrations are available- the new screws must be screwed in so far that the distance 'a' corresponds with the dimensions which were engraved or punched onto the cylinder of the axial damper casing. The distances mentioned were obtained and marked by the personnel responsible for the setting. Should the distance 'a' not be marked on the cylinder, then tt must be measured in any case before the screws are displaced. New screws must then be re-set according to the distance obtained.
L.B.
2.86
roo
CXJ
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9'313
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N-N
gezeichnet fiir RT8' DRAWN FOR RT 8'
l·--~/ nJ = 9~35a
V
9'931
30
1-107. 199. 695
0-107.199.699
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28
sw 31
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32
31a
32
24 240
31/310
33
34
gezeichnet fur RT 84
DRAWN FOR RT 84
0 - 107, 199. 598
I~
SULZER
RT 76 84 Tools: Assorted spanners Assorted Jack screws
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
TURNING GEAR
Group:
320
Oil Change and Checking of Worm Gear Wheels
Sheet:
1
Key to III ustrati ons 16 Intermediate flange Casing Spacer disc 17 Spring stack Bearing flange 22 El ectri c motor Screw with Locking 23 Hand wheel p1ate 24 Large worm wheel Oil drain plug 25 Oil fi 11 er screw Worm gear wheel 26 Engaging/disengaging Cover lever Retaining disc 27 Pinion shaft Screw with locking 27a Protecting pipe over plate pinion shaft Oil 1eve1 gauge 28 Turning pinion Spacer ring 28a Turriing wheel Taper roller bea- 29 Flexible coupling ring 30 Screw with locking Horizontal worm plate shaft 31 Bearing flange Bearing flange 32 Connecting piece Screw with locking 33 Taper roller bearing plate 34 Verti cal worm shaft 35 Intermediate ·flange 36 Spacer disc
37 38 39 *40 *41 *42 *43 *44 *45 *46
Spring stack Screw with locking plate Bearing flange Contact pl ate Spring discs Adjusting ring Steel ball Idler plate Cover Limit switch
*
Only for turning gears with protection coupling clutch
S
Gap 1 to 1.5 mm
I-I 23
24
22 10
I
I
5
I I --,J
13
j
/"---1 I
I Gezei chnet fur I DRAWN FOR
I
I I
I
J
1±+7 RT76
.A.-----..L.--28a 7- 707. 798.859
320/1a Before starting the turning gear make it a point always to check the oil level in the casing, for
which the level dip stick 10 has to be pulled out. The oil level should be between the two marks
on the dipstick. If necessary top up with oil of the following grade: 0
Hypoid Gear Oil of a viscositv of 220-270 cSt at 40 C
or (16.5 - 19.7° E at 50°C)
The plnlon shaft 27 must always be liberally smeared with MolYkote-Grease, whereas the turning
pinion 28 requires only a liQhi coat of grease.
Remove some oil annually from the turning gear to check visually for wear sediments (the oil plug
5 to be firmly tightened again). If on such a check dirt is found in the oil, drain all the oil
and inspect the worm wheels on their condition. Remove cover 7 and the oil filler screw 25. This
check must be made in any case every four years and combined with an oil change.
The oil volume is about 60 litres.
Before the fresh oil is filled in rinse the casing well with rinsing oil.
Replacing the Taper Roller Bearings Should it become necessary to replace the taper roller bearings of the horizontal - or/and the ver
tical worm shaft, proceed as follows:
a) Horizontal Worm Shaft (see Fig. 'A') - Drain all the oil and remove cover 7. - Loosen and remove the four screws 9 with which the retaining disc 8 secures the worm wheel 6 on the worm shaft. Fasten the retaining disc firmly to the front side of the worm wheel 6 with two of the removed screws 9; two threaded holes are provided for this. - With the aid of the jack screw M30, to be screwed into the thread in the centre of the retain ing disc 8, the worm wheel can be jacket off the shaft. - Loosen and remove the screws holding the bearing flanges 3 and 14 and jack the latter out with jack screws. The worm shaft can now be removed. To fit the new Taper roller bearings proceed in reverse sequence to their removal, pay atten tion that the spacer ring 11 is again placed between the taper roller bearing 12 and the worm gear 6, and that the spacer disc 2 is fitted under the bearing flange 3. b) Vertical Worm Shaft (See Fig.
I
B')
- Orai n all the oil and remove cover 7. - Loosen the screws holding the electric motor and remove the motor with the crane. Pull the
gear side coupling half off the vertical worm shaft.
- Loosen and remove the holding screws of the two bearing flanges 31 and 39 and press the latter off with jack screws. Now the worm shaft can be removed. - For fitting new taper roller bearings proceed in the reverse sequence to their removal, pay
attention that the spacer disc 36 is placed under the bearing flange 31.
Setting of limit switch (only valis for turning gears with overload protection clutch)(see Fig.'C') - Under normal conditions a gap of 1 to 1,5mm exists between plate 40 and roller of limit switch 46 which must be considered when a switch has to be replaced.
11.84
'-'
(
(
(
(
~ I~
8-:10RT 76
4f'7RT84
(1) 10
4-:-7RT 76 + 12RT 76
8-:-12RT 84
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15
15
17
16
'17
9
:=J=M1~ 14
12
~I
~
65321
n12
13
12
14
0-107. 198.445
~
I~
RT58 68 76 u.4-7RT84
320/1c
Vertikale Schneckenwelle
@
VERTICAL WORM SHAFT
29
30 31
32
33
34
t---~~
38
37
39
1-107.195.544
11.84
320/1d
RT76/81,
©
5 (1 ,,:1.5mm) -'5
____----'6 30 ~-J------31
32
33
,tcf===t=::::::::f:}-~J--_--3-'
~~~~mr:k--_--33 ~~~~tmf~~:---_-35 36
38 8~ 12RT 76
477RT 84
+
12RT84
37
39
0- 107. 198.442
1984
SULZER
CONNECTING ROD BEARING Checking Bearing Clearances
RT
Group:
330
Sheet:
1
Tool s:
Feeler gauge possibly
94238 94123
It is recommended that the vertical bearing clearances of the lower and upper connecting rod bearings be checked every 6 - 8000 service hours. To do this, turn the piston of the cylinder in question to B.D.C. and measure the clearances Ib' and If' with the feeler gauge.
Attention: Be careful not to break off a feeler blade when measuring. Should this still happen, the bearing in question must always be opened up and the broken-off piece removed. Regarding bearing clearances, see Table of Clearances 012/5. Should clearances reach or exceed the limit values in this table, the bearin~s must be replaced by new ones. The bearing clearance cannot be reduced either on the upper or on the lower bearing as there are no compensat ing shims. Shoul d, however, a consi derabl e increase in beari ng clearance be found when compared with earlier measure ments, it is recommended that the bearing in question be examined (see Sheet 330/4 and 330/5). Under no circumstances may the clearance be reduced by filing the butting faces of the bearings.
L.B.
')
QI1
SULZER
RT 76 84
Group:330
CONNE:TING RCJ ESARING ~ooserring
and
~ension ~he
Corrnectirr~
Sheet:
2
Rod ::olts Key to III ustrati ons 2 Hydr. Fre-tensioning jacks HF Fump wi th hoses pressure gauge and connecti ng pi ece Feel er gauge Various spanners Sledge hammer*
1 Connedi ng rod bo It 8a 2 Nut 9 Cyl i nder 11 III a 12 4 Rod seal ring 13 5 Piston seal ring K
6 Pi ston M
7 Vent screw R 8 Screws
94314 94931 94933 94122
* Only to be used in an emergency in case the hydraul ic pre-tensioning device fails.
Cover with grip Spring discs Cl amps Locking sleeve Pressure rel i ef va 1ve Checking slot Mark Round bar
Schematic sketch for sequence of tensioning and loosening of the connecting rod bol ts
® -$¢
b a
4-
Lower or Crank Pin Bearing
107. 134.631
Upper or Crosshead Bearing
Attenti on!
8, -9
Never rotate the crankshaft, when the hydraulic pre-tensioning jacks are install ed!
Important Remarks!
-R --K
• The pre-tensioning devices must always be utili zed for loosening or tensioning the connecting rod bolts of the crank pin bearing or the cross head bearing • • Qrrly in case the pre-tensioning devices are not
x-- ,
-----~
I -I
'" Molykote G
serviceable may the tightening be done with spanners and sledge hammer. For this the clamps 11, lla must be fitted, in order to hold the bolt heads and prevent them from turning • • The connecting rod bolts to the crosshead bear ing must be fitted always with the milled faces of the bolt heads parallel to the engine longi tudinal axi s.
3
2 /-107/59023
The milled faces of the crank pin bearing howe
ver must always be fitted across the engine longitudinal axi s.
~I
RT68/76/84
330/20
12
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1
11
III
12
2
1
III ..... 12
1
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110--I
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0-107 198.449
330/2b
RT68/7 6/8 4
• The sequence of loosening or tensioning the crosshead bearing bolts must always conform to Fig. '8' i.e. always in pairs the bolts a+a then b+b.
The bolts of the crankpin bearings have to loosened or pre-tensioned always in pairs as shown in
Fig. '8'.
• The bolts to the crosshead bearings and those to the crank pin bearing are equal, the same pre-ten sioning jacks are therefore used. • Prior to fitting the nuts onto the connecting rod bolts, smear their threads and the seating surface of the nuts with MOLYKOTE-paste G. also check the free working of the nuts on the bolts threads. • When working on the crosshead bearings the crank of the respective cylinder must be in the B.O.C. and when working on the crank pin bearing in the T.O.C. position. • Pre-tensioning jacks which had been dismantled or which had not yet been in use or unused for a con siderable time have to be vented before using them, by loosening their vent screws 7, and actuating the HP oil pump until bubblefree oil issues. (Possibly oil must be topped up in the pump). • The pre_tensioning jack for the connecting rod bolts are auto-resetting i.e. when the oil pressure is released to zero by opening the relief valve on the pump, the piston of the jack is pressed back to its neutral position by stacks of spring discs. Condition for this is, that the relief valve on the pump remains open for about! - 1 minute to allow the oil to return to the pump. L0
0
sen
n g the connecting rod Bolts (Crosshead and Crank Pin)
Crank Pin- and Crosshead Bearings 1) Hydraulically U:ormal Procedure) Screw the two pre-tensioning jacks onto the connecting rod bolt threads until their cylinders are seated, then turn them slightly back so that the slots for tightening the nuts 2 are pointing out wards. Couple the pre-tensioning jacks with the HP-hoses to the HP-oil pump. Tension the connecting rod bolts with about 620 bar and turn the nuts 2 back with a round bar by about 0 n e turn. Release the pressure to zero and remove the pre-tensioning jacks. 2) Mechanically For the case that the loosening cannot be done with hydraulic jacks, the nuts must be loosened in p air s in small steps, using closed spanners and the sledge hammer (the nuts of the crosshead bearing bolts to be treated as per schematic sketch Fig. 'B'. Tensioning the Connecting Rod Bolts (Crosshead and Crank Pin Bearing) 1) H y d r a u 1 i cally
(Normal Procedure)
Insert the Connecting rod bolts into the bearing body and secure them by fitting the clamps 11 or lla, which in turn must be locked by locking plate and screws. Proceed further, while following the points of the section "important remarks", as follows:
~.R4
330/2c
RT76
a) Crank Pin Bearing (Fig. IC') - Tighten the nuts a+a of the connecting rod bolts with the
spanner by a strong jerk by hand.
Test with the feeler gauge whether the nuts are seated
fully on the facings of the connecting rod foot.
Check also whether the bolt heads are fully seated!
If both are confirmed, mark the initial position on the
nuts and the connecting rod foot with an inking pen or si
mil ar.
- Screw the pre-tensioning jacks onto the connecting rod bolts (a+a) (see Fig. 'BI), until their cylinders are sea ted. If necessary turn back a little so that the slot
through which the nuts 2 can be turned with the round bar
'R' point towards the engine outer side. - Shut the relief valve on the pump and tension the two con
necting rod bolts at a pressure of 350 bar (l-st stage). Keep this pressure constant and turn the nuts 2 with the
round bar 'R' till firmly seated. Check the full seating of the nuts at 'X' with a feeler gauge through the slot 'K' (Fig. 'AI). - If the nuts are seated, opening relief valve 13 tensioning jacks to the sion these bolts in the
release the pressure to zero by
on the pump, and mount the pre
connecting rod bolts (b+b)j Ten
same manner at 350 bar.
- Tension all four connecting rod bolts at a final pres sure of 600 bar. (2-nd stage) - Check the tightening angle from the inking marks on nuts
and connecting rod foot, it should be about 90 0 • In case considerably differing angles are detected, particularly between the four bolts, they have to be once more loosened
and the whole tensioning procedure repeated.
r I
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9~931
13
For safety the bearing clearance has to be checked at the bottom of the crank pin with a feeler gauge (Compare with the clearance table 012/5). b) Crosshead Bearing - In addition to 'important remarks' at the beginning of this instruction please note that when fitting the bearing shells into the lower bearing body the surfaces are absolutely clean and the shell divi ding faces protrude equally over the lower bearing body. (see Fig. '0 1 ). The 'protrusion' X + X2 = 1 0.50 ± 0.04 mm ~ust be measured after the nuts of the connecting rod had been thightened wlth the spanner by hand with a light jerk.
@
- Check with the feeler gauge whether nuts and bolt heads are fully seated. - Screw the pre-tensioning jacks onto the two bolts of one of the two bearings until the cy linders are seated. If necessary, turn them slightly back to gain easy access to the slots for tightening the nuts
-, )(
- Tension the two connecting rod bolts first with 450 bar and keep this pressure constant, till the nuts have been tightened with the round bar IRI to firm seating.
t. -107. 755.830
10.84
-...J
RT76/84
330/2d
(Check \lith feel er gauge). With thi s pre-tension the bearing shell shoul d be pressed in to an ex tent, that no clearance remains bet\leen 10\ler bearing body and bearing cover. - Mark the position of the nuts to the bearing cover \lith a marking pen or similar. - Raise the pre-tension to 600 bar and keep it constant \lhile the nuts are tightened \lith round bar 'R' to full seating. - Check \lith feeler gauge that the nuts are seated and if in order, release the pressure to zero and remove the pre-tensioning jacks. - Check by the markings on nut and bearing cover \lhether the tightening angle is equal on all the nuts. Should there be considerable differences bet\leen the t\lO bolts, loosen them once more and repeat the tensioning procedure. Mount the pre-tensioning jacks onto the other t\lO bolts of the second bearing and tension them in the same manner. - Finally check the vertical bearing clearance, and \lhen in order, fit the locking sleeves 12 on the connecting rod bolts. Lock the locking sleeves themselves \lith a locking plate. 2) Me c han i cally
(Exception)
a) Crank Pin Bearing - Having completed the requirements of the 'important remarks', tighten the nuts by hand \lith a spanner \lith a strong jerk. Mark the position of nuts to connecting rod foot \lith a marking pen (Starting position). - Check that the clamps lla are fitted, to prevent the connecting rod bolts from turning, \lhen they are tightened. - Tighten the nuts \lith spanner and jacks in several equal steps until the tightening angle of the nuts corresponds to 85 ~ 90 0• - Finally check the vertical bearing clearance \lith a feeler gauge (and compared to the table 012/5), the nuts are then locked. b) Crosshead Bearing - On these bearings the bearing shell horizontal edge protrudes some\lhat over the bearing body. This protrusion must be equally distributed on both sides, before fitting the crosshead or be fore the bearing cover has been fitted. On .no account may any material be filed a\lay as other \lise the necessary pre-stressing of the bearing \lould be diminished (see Fig. 'DI). - Having completed the requirements of the 'important remarks' tighten the t\lO nuts of one of the t\lO bearings by hand firmly using t\lO spanners simultaneously. Check \lith a feeler gauge \lhether n~ts and bolt heads are seated. - Check \lhether the clamps 11 are fitted, preventing the bolts from turning. - Tighten the nuts of one bearing in small steps \lith spanner and sledge hammer until bet\leen the separating faces of bearing body and bearing cover a clearance of only 0.03 to 0.05 mm remain (measure on the side as near as possible to the bearing shell). - Mark the position of the nut to bearing cover \lith a marking pen
or similar (see Fig. 'E').
- Tighten the nuts finally \lith spanner and jack by an additional 0 angle of 30 each. (see Fig. 'E'). - Finally check the vertical bearing clearance (compare \lith the
clearance table 012/5)and lock the nuts 2.
4-107. 134.631
11 .84
SULZER
Group:
CONNECTING ROD Changing Compression Shims
RT
Sheet:
330 3
Key to Drawing,s 2 Holding brackets 94317 4 Holding pins 94323 1 Wi re rope and tools according to sheet 330/2
Gui de shoe Fixing nut Connecti ng rod Shim 5 Crank pin 6 Connecting rod bol t 1 2a 3 4
7 Upper part of lower connecting rod bearing 8 Guide path 9 Clamp 10 Retaining screws K Sight chains of 94323
In the event that Qnly the thickness of the compression shim of a cylinder unit's running gear has to be altered, and therefore must be excHanged, proceed as follows: - Turn the crank of the cylinder in question to T.D.C. and fix the two holding brackets 94317 to the lower connecting rod bearing (Figs. 'A' and '8'). - Loosen the lower connecting rod bolts as described on Sheet 330/2 and remove their nuts. Thereafter, in order to lower the connecting rod bolts onto the holdina brackets, the retaining screws 9 on the lower part of the bearing must be lo()sened first. [Fig. 'C'). - Turn the crankshaft through
o
~
towards exhaust side.
1
9-'3i3
Insert four holding pins 94323 with sight chains 'K' underneath the guide shoes into the holes pro vided for this purpose in the guide paths and turn them until their eccentric parts touch the guide shoes. - Secure connecting rod with lifting device and wi re ro pe.
8
t+LJ-_--r-IO
~J----t-,3
~~~f_~8:::=t---_r-'
Slowly turn the crank further downwards, ho 1d ing the lower connect ing rod bearing with the pipe of the holding bracket 94317 in such a way that the connecting rod can loosen itself parall el to the connect ing rod bearing. - Should the connecting rod jam, joggle the pipe of the holding bracket up and down a little or tap the connecting rod from the side with a 1ead hammer. Engine d:
6 gezeichnet fur RT 58 DRAWN FOR RT 58 2-107.198.853
L.B.
Attention. Now unscrew the two fixing bolts 10.
RT RT RT RT
58 68
0
48 0 56
76
59°
84
60
0
11.84
330/3a As soon as there is sufficient space, remove the shim, modify it to the required thickness and re fit it. Should for any reason a thicker compression shim be fitted, it is absolutely essential to remove the wear ridge in the cylinder liner. (see also sheet 214/4). Assembly After having inserted the shim, rotate the crank slowly upwards, to join the bearing body again
with the foot of the connecting rod; Guide the bearing body with the pipe of one of the holding
straps so that the separating faces lie parallel to each other.
Rotate the crank somewhat further upwards and remove the stop pins 94323 with the sight chains 'K'. - Push the connecting rod bolts upwards and fix them with the clamp 9. Lock the stays with locking plates and screws. Screw in the fastening screws 10, holding the bearing upper part to the connect ing rod foot, and tighten them firmly. - Remove the holding straps 94317, screw the nuts on the connecting rod bolts and tension these in accordance with sheet 330/2. Lock the nuts as instructed. Attention! Before you continue rotating the crankshaft and/or shutting the engine crank case doors, satisfy yourself once more, that
all four stop pins 94323 have really been removed from the glide paths.
The sight chains 'K' on the stop pins are drawing attention to un
removed stop pins.
Any modification to the thickness of the compression shims must be recorded ments (setting table).
in the engine
docu~
Fit the screws'S' with which the holding straps 94317 are fastened to the crank pin bearing, into the threaded holes 'X' of the straps, if the tool is no longer required.
©
®
2
101____.
9431.7
--- ---
, ri+
-:
' ib
1
'-- ""I t
7
I,
i
I+.
!
5
I
I
-,-
9
x 0- 107. 125.709
+
.. NIt
If'
v, 0 -107. 125.759
DRAWN FOR RT 68
11. tilt
~
SULZER
RT
Inspection of
~o~er ~earing ~alvEs
Key
0',323 4 Holding pins 2 Eye bolts 2 Liftinq devices of 1 ton each Various wire ropes Pl ank (a ppro x. 50 x 250 x 2000 mm) and tool s as 1i sted for jobs on sheets 330/2 and/3 Holding bracket 94317
1a 2a 3 4 5 5 7 8
9
Group:
330
Sheet:
4
to Drawings
Cen"edi ng rod bo It Nut Connecti ng ro d Crank pin Wooden pl ank Lower bearing half Upper bearing half Guide shoe Guide path
10 Fixing bolt 11 Locking screw with locking plate 11a Clamp
12a Locking cap
13 Threaded ho 1e fo r F,
14 Dowel pin
15 Dowel pin
R E"8 :,: t
Inspection and Removal Where a lower connecting rod bearing is to be removed, the connecting rod bolts la have to be
loosened according to Sheet 330/2 in the T.D.C. position. Screw an eye bolt R into each side of the
lower bearing half 6 immediately above the clamps lla (see Fig.'AI). The lower bearing half is then se
cured with two ropes and corresponding lifting devices.
The nuts 2a of the connecting rod bolts la are then removed and the lower bearing half 6 lowered onto
the bedplate floor by means of the lifting devices.
Attention! Do not damage threads and crank pin.
The crank is then turned towards the fuel pump side and the lower bearing half removed - sliding along
plank 5 - as shown in Fig. 'B'.
®
7 6
5
R
a
1':--;'---t-----tt--t-1
When the u p per to Fig. 'cr.
hal f
of the bearing only has to be inspected, proceed as follows according
Turn the crank through oC towards the fuel pump side and insert the four holding pins 94323 into
the guide paths 9. Turn the holding pins with their eccentrics in such a way that they touch the
guide shoes.
Attention! Do not unscrew the fixing bolts 10 (see Fig. 'E').
o
- Secure the connecting rod with a rope or lifting device and turn the crankshaft to approx. 105 after T.D.C. The bearing running surface can now be inspected. L.B.
RT68,76,84
330/4a
If however the bearing upper part must be removed, the crank must be rotated again upwards until the crank pin has joined the bearing upper part. Unscrew the two fastening screws 10, secure the con necting rod with a rope and lifting tackle, against a sideways swing and rotate the crankshaft again iliili towards the fuel pump side (see Fig. 'o'l. Hold the bearing upper parts~ the moment the bearing upper gart has separated from the connect ing rod. then rotate the crankshaft downwards by further abt. 60 • Lift the bearing upper part with a lifting tackle off the crank pin and with other lifting tackle out of the crankcase. Remark: To steady the bearing upper part while the crankshaft is rotated, fix one of the holding straps 94317 to the bearing upper part, and screw in the pipe belonging to it. (please refer also to group 330 sheet 3).
@
©
8 9~323
9 3 10
10
7
.J., =5f? RT 68 '" =59" RT 76 rJ,
=600
RT 8~
'-107. '25.408 P!:d!:=::!b------I-----"""""b&::.:!l
Fitting The fitting of a bearing upper or lower part is analogous to the removal in reverse sequence. Smear the running surfaces liberally with new engine oil. Whenever the bearing ,upper part is joined to the connecting rod foot, keep turning a 1ittl e more, so that the four holding straps can be removed! Turn the crank to T.O.C. lift the lower part of the bearing (Fig. IAI and tension the connecting rod bolts in accordance with the instructions in group 330 sheet 2. (Do not forget to insert and tighten the fastening screws 10).
-···1-
11 12a 10
2a
3
la
" la
I
1I .I
7 I
® DRAWN FOR
6 RT68
t~bl
1 rllfl I
p;;
11a
L-- 15
I
L-- 13 l1a
v.O-'OZ'98.449
11.
SULZER
RT76
CONNECTING ROD
Group:
330
Inspection and, if necessary, replace ment of Crosshead Bearing Shells
Sheet:
5
Key to Illustrations 2 Hydr. Pre-tensioning jacks Hyd r. Tools acc. to sheet 330/2 1 Ho 1di ng sti rrup 3 Supporting pipes 3 Interm. pieces 1 Fastening device 1 Hydr. jack 1 Check valve 1 Hand lamp
94314 94319 94320 94321 94322 94937a 94939
1 2 3 4 5
Pi ston rod Bearing upper part Cro sshead Lower bearing body Beari ng shell 6 Piston rod nut or piston rod screw in short pis to n ro d
7 Connecti ng rod
8 Connecting rod bolts
9 Retaining screw fo r
beari ng shell
10 Screw plug
11 Clamps
The work to be carried out as described below necessitates the utilization of the hydraulic jack (tools
No. 94937a). In its lower part a check valve (94939) is screwed in, which contains a non return valve.
The check valve can be opened manually, by turning its hand grip counter clockwise, When the pump is
actuated, i.e. when the crosshead is lifted with the piston, the check valve must always be closed. With
the valve closed, oil can be pumped in, but it can not flow back.
This renders a sudden lowering of the load, in case of a burst HP hose, impossible and reduces the possi
bility of an accident to a minimum.
Moreover the load lowering can be minutely controlled by carefully opening the check valve when the
crosshead is very slowly lowered into the bearing, which is essential.
When operating this check valve keep to the following principle:
When raisino the crosshead the check valve must alwavs be shut (hand qrip turned clockwise) and for lowe
ring. the valve on the pump must always be first opened. and only then the hand grip on the check valve
very slowly turned in counter clockwise sense.
Remark: Description applies to long piston rod! Analogous procedure for short piston rod!
Inspecting Bearing Shells
Working Procedure:
- Rotate the crank of the respective cylinder to B.D.C. and switchgear of the turning gear!
~
the fuses from the electric motor
- Fix the fastening device 94322 on the glide paths as shown in Fig. IF' on the fuel pump side (570 mm above the bed plate). - Loosen all four connecting rod bolts 8, of the two crosshead bearings, using the hydraulic device as described in sheet 330/2, remove their nuts and place the connecting rod bolts on the fastening device or the crank webs respectively, after the clamps 11 have first been loosened and removed. - Mount the holding stirrups 94319 on both bearing upper part 2 as shown in Fig. 'E' and tighten with four screws. (The screws are set in the threaded holes of the stirrups when the tool is not used). - Place the hydraulic jack 94937a with check valve 94939, on the intermediate piece 94321 (24 mm) as shown in Fig. 'A'. Move this stack (jack + interm. piece) under the crosshead immediately near the pis ton rod nut, or piston rod screw 6, respectively. Connect the jack to the HP oil pump by the HP hose (see also arrangement 'E' on sheet 940/0). - Actuate the pump and raise the crosshead sufficiently to place the supporting pipe 94320 (L for safeguard centrally under the piston rod or piston rod screw head 6 (Fig. 'B').
=
304 mm)
- When the supporting pipe is properly in position lower the crosshead slowly onto it. For safety reasons the jack is again raised till it rests firmly against the crosshead (check valve closed). - In this configuration the bearing running surface can be inspected with the aid of a hand lamp. - The inspection completed, raise the crosshead slightly, remove the supporting pipe and lower the cross head agai n s low 1 y until it has come to rest in the beari ng shell s.
330/50
RT76
1984
330/5b Removal and Fitting of Bearing Shells - If the findings of an inspection necessi
tates a removal of bearing shells, raise
the crosshead sufficiently to place the
supporting pipe 94320 (L = 304 mm) under
the piston rod, or piston rod screw respec
tively (Fig. 'BI).
RT76
10
® 2
- Release the pressure and place the interme
diate pieces 94321 a+b (24 mm + 162 mm) un
der the jack.
- Actuate the pump until the supporting pipe
(L ; 456 mm) can be placed underneath.
(Fig. 'ell.
- Release the pressure and place the interme diate pieces 94321 a + b (24 + 314 mm) un der the jack. With this stack combination raise the cross
head until the longest supporting pipe
(L ; 608 mm) can be placed under the piston
rod, or the piston rod screw respectively
(Fig. '0 1 ). For safety, raise the jack till
it rests firmly against the crosshead (check
valve must be shut).
11 4 -107.197. 078
- Loosen and remove the retaining screws for bearing shells 9. which hold the bearing shell in the separations. (Two screws per shell, Fig. 'G' and remove the bearing shells using grip screws. Before inserting the new bearing shells, ascertain that the crosshead is still in good condition. - If this is confirmed, clean the bearing bore on both bearing lower parts with a clean cloth. It is of utmost importance that under no circumstance dirt or other foreign parts are entering between bearing shell and bearing lower part! - The contact surfaces of the shell rear side and the bore of the bearing lower part must be free from damage. Immediately before inserting the bearing shells pass over them with an oily hand so that a trace of oil only is on them. - After placing the new bearing shells, they must lie in the bearing body in such a way that they protrude on each side of the separating face by the same distance. The protrusion must exist on no account may any material be filed away from the separating faces of bearing body or bearing she11. - Smear the running surface of the bearing shell liberally with new engineoil. In case the engine has to be rotated frequently with the turning gear and the start of the engine not immediately envisaged, it is advisable to use a mixture of 2/3 steam engine cylinder oil and 1/3. normal engine bearing oil. A drilling in the bearing upper part, closed with a plug to prevent the entry of dirt. can be used for adding this lubricant after removing the plug, as often as required while the pres sure oil lubrication is not available. There are also special oils available for this purpose. - To lower the crosshead proceed in reverse sequence to its raising, whereby the supporting pipes and/or intermediate pieces are exchanged against progressively shorter ones. When the crosshead lies again in the bearing shells, remove the holding stirrup 94319 again from the bearing upper parts and replace the two screws thereof in the threaded holes provided in them. Pull up the connecting rod bolts, tension them following the procedure described in sheet 330/2. - Before replacing the fuses to the switch gear of the turning gear electric motor make absolutely certain that the fastening device 94322 and all the other tools are removed from the engine.
1984
SULZER
330 6
Group:
RT
rte~oval
aGi
?itt~ng
Sheet:
of a Connecting Rod Tools:
Key to Drawings
4 Ho 1di ng pi ns 94323 1 Suspensi on devi ce 94311 Various ropes and lifting devices Hydraulic tools acc. to Sheet 330/2
Lower half of upper connecting rod bearing 2 Connecting rod 3 Swinging links for crosshead lubrication
4 Upper half of lower connecting rod bearing 5 Underl ay 6 Connecting angle bracket
A connecting rod can be removed and fitted without either the piston or the crosshead having to be removed. The instructions for this are to be found overleaf. Note: In order to protect the crank pin, it is best to wrap a solid protective bandage (such as thick leather or similar) around it immediately after lifting the connecting rod and to remove it only shortly before placing the connecting rod with the bearing on the crank pin. With regard to loosening and pre-tensioning of connecting rod bolts and removal and fitting of beari ngs, see i nstrueti ons on Sheets 330/1 to /5.
Brennstoffpumpen - Seite FUELPUMP - SIDE
Abgas - Seite EXHAUST -SIDE
Gezeichnet fur RT58 DRAWN FOR RT58 1
2 b
3
5 6
Motor Engine RT 58 RT 68 RT 76 RT 8~
oL ~8 0
56 ~ 59 0 60
13 17
0 0
22 0 19 13(
1-107.197.304
L.B.
5.84
330/6a
RT
Removal - Turn the crank of the cylinder in question to T.D.C., loosen the lower connecting rod bolts and re move the bottom half of the lower connecting rod bearings according to Sheets 330/2 and 330/4. - Turn the crank to ~ and remove the bearing covers of the upper connecting rod bearings accord ing to Sheets 330/2 and 330/5. - Rotate the crank towards the exhaust
side(~oc
before T.D.C. see Fig. Position 'A')
- Loosen the swinging link 3 for crosshead lubrication from the crosshead and let it hang down from the stand. Insert four holding pins 94323 into the guide paths and turn them until they make contact with the guide hoses. Secure the upper end of the connecting rod by means of a heavy wire and lifting device 'a' (Fig. position 'A'). - Slowly turn the crankshaft towards the exhaust side and s i m u 1 tan e 0 u sly ease the load on the lifting device 'a' so that the connecting rod drops and swings out towards the fuel pump 0 side. This can be continued until the crank is approx. 17 before B.D.C. (Fig., position 'B'). - Release the load on lifting device la' until the connecting rod end lies on the connecting angle bracket (position 'B'). As a suitable underlay 5, a piece of old car tyre could be used. - Secure the connecting rod at its lower end by means of a heavy wire 'b' and suitable lifting device (pull the wire through the connecting rod bolt holes, see Fig., position 'B'). - Relove the upper wire and lifting device 'a' and separate both lower bearing halves 1 of the upper connecting rod bearing from the connecting rod and take them out of the engine. - Screw the suspension device 94311 onto the connecting rod, using the four bolts intended for this purpose which are screwed into the threaded holes (M24) of the suspension device. - Using the lifting devices 'c' and 'b', lift the connecting rod off the crank pin and pull it a little way out of the crankcase (Fig., position 'C'). Protect the crank pin with protection bandage. - Once the connecting rod has been pulled out of the crankcase sufficiently, replace the wires 'b'
by 'd' and 'c' by 'e' and lift the connecting rod out completely.
Fitting The procedure for fitting the connecting rod into the engine is the same as for removal, only in reverse order (the position of the crank is the same as shown in the Fig., position 'B'. - Do not remove the protective bandage from the crank pin until shortly before the connecting rod with its lower connecting rod bearing has landed on the crank pin. Bearing and crank pin must be undama ged. The running surfaces should be thoroughly oiled with clean lubricating oil before placing the connecting rod onto the crank pin. - Turn the crankshaft so that the crank pin moves upwards, simultaneously holding the connecting rod in a sloping position by pulling with the lifting device 'a'. - Before the upper connecting rod bearings make contact with the crosshead, the running surfaces of these parts must be cleaned again and oiled with clean lubricating oil. - Now turn the crank to T.D.C. and remove the four holding pins 94323 from the guide paths. - Finish assembling the lower connecting rod bearing, pretension and secure the connecting rod bolts. - Remove wires and lifting devices from the engine and turn crank to B.D.C" Now fit the bearing co vers of the upper connecting rod bearings, pretension and secure the connecting rod bolts. - Bolt swinging link 3 for crosshead lubrication onto the crosshead and secure.
L.B.
2.84
SULZER
CROSSHEAD Checking the Clearances
RT Too 1s:
Group:
332
Sheet:
1
Key to Drawings
1 Feel er gauge possibly 4 Screw jacks
94238 94123
[Qr RT 58 see also execution alternative' AI in group 332 "f the instrict;cn manua1.
1 Crosshead 6 Guide shoe 10 Holding cover 14 Gui de rail fo r guide shoe 15 Adjusting shims
16
Crosshead bearing lower part (upper connecting rod bearing) 18 Column secti on (fue 1 pump side) 18a Col umn section
(exhau:s~ side)
Brennstoffpumpenseite
FUEL PUMP SIDE
1JP~~J--_--18--
_ _U~P~
6
10
10
~zZifZ~rt-----18a----I!tl~~tF. 2-107.198.857
Abgasseite EXHAUST SIDE gezeichnet fiir RT 76 DRAWN FOR RT 76
During a major overhaul, or when a crosshead is removed for any reason whatsoever, the opportunity is to be taken to measure the various running clearances and to check them against the values of the Table of Clearances 012/2, in order to determine any wear. For measuring the clearances, follow the instructions given below: Clearance a1
(radial clearance between crosshead pin and bore of the guide shoes) This clearance is very difficult to measure in the engine. The most expedient way is to determine it with the crosshead removed by measuring the pin diameters as well as the guide shoe bores with micrometers.
L.B
RT
332/1a Cl earance bl
(Cl earance between gui de shoes and guide paths ) 0
The crank pi n shoul d be in hori zontal posi ti on (90 ) on the exhaust si de. In thi s posi tion' the crosshead pin is pressed automatically by the connecting rod against the guide paths on the fuel pump side, thus leaving the full clearance on the opposite side. This clearance can then be determined using a long feeler gauge on the upper and lower end of the guide shoes. Cl earance cl and c2
(Axial clearance between guide shoes and gUide rails) The crank must be in the same position as for measuring clearance bl. In order to obtain reliable figures, the guide shoes must be pushed outwards axially until they press against the holding covers 10. In order to do this, use four screw jacks, each consisting of a screw - with a tommy bar welded onto its head to hold it - and a long nut, as shown in the sketch below. These four screw jacks are placed on both sides longitudinally, top and bottom, in the centre of the crosshead. The clearances should be measured at the top and bottom of each guide shoe and their mean value used as a figure for comparison, with the value on clearance table 012/2.
2 Schraubwinden Screw jacks Kreuzkopf Crosshead
Gleitschuh Gui de shoe
Handgriff Handle
2 - 107 157720
2 Schraubwinden Screw jacks
L.B.
2.84
SULZER 58
RT
68
76
84
CROSSHEAD Removal and Fitting of a Crosshead with Piston Removed (Normal Case)
Tools:
Group:
337
Sheet:
3
Key to Drawi ngs
4 Holding pins 94323 1 Suspensi on 94324 device Yare spanners Yare lifting
devices and wire
ropes
1 2 3 4
Crosshead
Swinging link pipe Crank pin Gui de shoe
x}suspensi on
Y Points for lifting
Z devices
gezeichnet fur RT 58
DRAWN FOR RT 58
o
® 1
a
94324
z
94324
94323
Motor A Engine RT RT RT RT
/1 0
58 48 0 68 56 0 76 59 0 84 60
0
163 0 158 0 161 167
3
@
L.B.
Should a crosshead have to be removed, it would normally be done at a time when the piston has al ready been pulled and, if possible, the piston rod gland has also been removed (overhaul). Although it is possible to remove a crosshead with the piston remaining in the engine, the work invol ved is quite considerable and presents virtually no time saving so that this method should only be used in exceptional ,cases.
9.89
RT 58,68,76,84
337/3a
Removal
(see Fig. 'AI and IBll
After the piston has been pulled, proceed as follows: - Remove lub. oil pipe for the main bearing and blank off the opening thus exposed with blank flange. - Remove the thrust bolts above the main bearings on both sides. - Turn the crank of the cylinder concerned to B.O.C. - Separate the swinging link pipe 2 for crosshead lubrication from the crosshead and simply let it hang from the longitudinal frame. - After slackening them off, remove both bearing covers of the upper connecting rod bearings from the crankcase. Note: The further description of the removal procedure refers to the removal of the crosshead on the fuel pump side as shown on Figs. 'A', 'B' and 'cr. It is also possible to remove the crosshead from the crankcase on the exhaust side. In thi s case the work woul d be as a mi rror image. - Turn the crank pin 3 to /l before 1.O.C. (see Fig. 'A'l and secure the connecting rod with two lifting tackles and wire ropes from both the fuel pump and exhaust sides; hang the suspension de vices from 'X' and 'yr. - Lead the suspension device 94324 through the piston rod bore on the crosshead and tighten it. Con nect the device to the crane with a wire rope 'a'. In the case where the piston rod gland is not to be removed care has to be taken to ensure that the wire rope does not damage the scraper rings when lowering or raising the crosshead later; install some protection. - Using the crane, raise the crosshead only so far until it is out of the upper connecting rod bearings Should the crane have to be used elsewhere, the crosshead can be supported at the height shown on Fig. 'A' and 'B' (crank pin at approx. J:. before 1.o.c.l using the holding pins 94323 (pin holes are already in the guide pathsl. It can be held there until the connecting rod has been laid onto its side. - Carefully ease off the lifting tackle at suspension point 'X' on the fuel pump side which secures the crosshead while simultaneously gently tightening the other lifting tackle suspended at 'Y', thus swinging the connecting rod out towards the exhaust side. - Lower the connecting rod onto the edge of the connecting angle bracket. To protect the supporting position, cushion it with a suitable underlay such as a wooden plank, tyre or similar.
- On engines equipped with a power take-off (P.T.D.) it will also be necessary to remove both the lower bearing halves of the upper connecting rod bearing for the cylinder at this level. - Using the crane and rope, lower the crosshead until its guide shoes come to rest on the crank webs. Suspend a lifting device from IZ', another outside the engine and lead both their wires or chains
through the suspension device 94324.
Once the crosshead has been raised again slightly from the crank webs by means of these two lifting devices, the crane wibe 'a' can be released and separated from the crosshead. Turn the crosshead ho rizontally through 90 (Fig. 'C'l. By pulling on the suspension device outside the engine and releasing that of rbI, the crosshead can be 1ed out of the engi ne. It can then be taken over by crane wi re 'd'.
L.B.
9.85
337/3b
Fitt ~)
RT 58,68,76,84
ng
Fitting follows in the same way as removal, however in reverse order. - Where no crane is available which can lift very slowly, it is recommended that a heavy-duty lifting tackle be mounted between the crosshead and the crane hook. With its aid, the guide shoes can be led up into the middle part of the columns very slowly and carefully (finally raise further with the crane) • - Before leading the guide shoes into the guide path bars, liberally lubricate with clean oil. In order to ease fitting, the bolts of two guide bars on the can be slackened off to give more axial clearance. These must, of course, be again afterwards. In any case, the guide shoes must be pushed fully outwards
their running surfaces same longitudinal side tightened and secured to fit them.
- The crosshead is to be lifted with the crane so far until the connecting rod can be raised again with the aid of the lifting device hung on suspension bracket at 'x'. - After the bearing running surfaces have been wiped clean and lubricated with clean oil, lower the crosshead into the bearings. Now remove the suspension device from the crosshead. - Mount the bearing covers, then tighten and secure the connecting rod bolts according to instructions (see Sheet 330/2). Remove the securing wires from the connecting rod. ~
- Bolt the swinging link pipe 1 for crosshead lubricating oil back onto the crosshead and secure it. - Fit the piston and tighten the piston rod nut or bolt (see Groups 340/2 and 340/3). - Refit the lubricating oil pipes to the main bearings and secure them. Finally, with the lubricating oil pump, running, check to see that the crosshead, lower connecting rod bearing as well as the main bearings are being supplied with oil.
L.B.
9.85
SULZER
RT
Removal of a
?iston
~orking
Group:
340
Sheet:
1
Key to Drawings 1 Piston ring tensioning device 1 Cl ampi ng devi ce 1 Suspension device 1 Thread tap 2 Suppa rts 1 Device for loosening the piston ro d bo 1t
Extracti ng screw for stand pipes
94332 94339 94341 94348 94350 94356
1 2 3 4 5
Fi stan ski rl Fiston rod Heavy type dowel pin Bo 1t Platform girder
94381
Piston removal
Pi stan pl aci nq
(
/
94350
Shaul d a pi stan removal become necessary when the ship is hea vily listing, the application of the fixation device 94339 as shown in group 340 sheet 2 is recommended with the direc tive to sheet 340/2a!
Before removing a piston, the following preparations have to be made: Drain the water from the cylinder jacket in question
and remove the cylinder cover (see 271/1 and /2).
- Turn piston to B.D.C., loosen piston rod nut and remove (see 340/3a). - Grind away the wear ridge at the top of the cylin der liner running surface (see 214/4). - Turn piston to T.D.C. Remove combustion deposits from the threaded holes in the piston crown, using the thread tap 94348.
1-107. 197. 300
- Screw the suspension device 94341 onto the piston crown and connect it to the crane. (Check once more whether the piston rod nut has in fact been removed). Procedure for Removal - Usi ng the crane, pull the pi stan out of the cyl i nder 1i nero
L.B.
6.86
RT
340!la
- In the event that the piston does not have to be dismantled but only cleaned, it can be placed on a girder of the upper platform. First bolt on both supports 94350 to one of the pre-selected platform girders to take the piston. Depending on the number of cylinders, several platform girders are so made that further pistons can be placed after removal of the floor plate. See also the details and arrangement of both the supports on the following illustrations. - Remove the piston rings by means of the tensioning device 94338 and thoroughly clean the outside of the piston (do not use any tools that might damage the surface!). Measure the piston ring groove depths and determine the axial clearance of the piston rings (see Table of Clearances 012/7). (If a piston has to be turned, the piston cooling telescopic pipes are to be fixed with the clamping device 94339 to protect them against bending). - Remove the piston cooling stand pipes, using the tool 94381 (see Sheet 360/1). The glands of the piston rod and the piston cooling stand pipes must also be removed so that they can be cleaned and examined. Attention! A little water always runs out during removal of the stand pipes. Care must be taken
somehow that this does not get into the oil.
- Maintenance work on the cylinder liner can now be carried out as well (measuring the bore, rounding off of scavenging ports, according to the instructions given under Groups 214 and 215). - Should it be necessary to dismantle the piston, follow the instructions on the sheets of Group 340/5.
1
2 1
-+
I-I
.-1! 94350
5
-(7
L.B.
2.84
~
SULZER
RT
REmoval of a ork i n ?i ~ t icon ro') (",T: : h short
Tools:
o~
Group:
340
Sheet:
1
Key to Drawi ngs
Pis a ring ensioning de ice Clam pin 9 de" ce Suspension device Thread tap 2 Supports 1 Device for loosening
the piston rod bolt Extracti ng screw for stand pipes
1 p's on skirt 2 Pisto(\ rod 3 teavy type do el pin ~ Bo It 5 Platform girder
94338 94 33~ 94341 94348 94350
Pi stan
435&
94381
.94341 /
Piston placing
I
:-t , ,
Should a Qiston removal be come necessary when the shi pis heavil y 1i sti ng, the application of the fixation device 94339 as shewn in group 340 sheet Z is recom mended wi th the di reeti e to sheet 340/Za!
Before removing a pisto , the following preparations have to be made: Drain the water from the cylinder jacket in question
and remove the cylinder cover (see 271/1 and /Z).
Turn piston to B.D.C., loosen piston rod bolt and
lower (see 340/3a) .
- Grind away the wear ridge at the top of the cylin der liner running surface (see 214/4). - Turn piston to T.O.C. Remove combustion deposits from the threaded holes in the piston crown, using the thread tap 94348.
1 - 107. 197. 099
- Screw the suspension device 94341 onto the piston crown and connect it to the crane. (Check once more whether the piston rod bolt has in fact been removed from its thread). Procedure for Remo al
- Using the crane, pull the piston out of the cylinder liner.
K.K
to.
L.B.
&.86
340/1a - In the event tha the piston does not· ave to be ismantled ut on y c eaned, it can be placed on girder of t e upper platform. c· st olt on both supports 9k350 to one of the pre-selected olatform girders to ta~e the ois o. ependi g on the umbe 0': cylinders, several platform girders are so made that furt er p'stons can be placed af'er re ova o~ t e flo r p ate. See a so he details and arrangement of both e supports on t' e -ol1owing i strations. - Remove he piston rings y means of t e tensioni g device 94338 and he p'ston (do not use any 1s hat migh damage t e surface!).
hor ugh1y clean
he outside of
Measure the piston ri g groove depths and determi e t e axial cleara ce of the piston rings (see Table of Clearances 012/7). (If a piston has a be tu ned, the piston cooling 'elescopic pipes are to be fixed with t e clamping device 94339 to protect them against bending). - Remove the pi ston cooling stand pi pes, usi ng the tool 94381 (see Sheet 360/1). The gl ands of the piston ad and the piston cooling stand pipes must also be removed so hat t ey can be cleaned and exa i ed. Attention! A little water always runs out during removal of the stand pipes. Care must be taken
somehow that this does at get into the oil.
- Maintenance work on the cylinder liner can now be carried out as well (measuring the bore, rounding off of scavenging ports, according to the instructions given under Groups 214 and 215). - Should it be necessary to dismantle the piston, follow the instructions on the sheets of Group 340/5.
1
2
_1=F1=I~-- --l.1
I
94350
3
I-I
-(f;- -(17 L.B.
5
~-
"n '" 302 2.84
SULZER
RT
340
Sheet:
2
?itting of a ~orking ?iston (hith long piston red)
Too~s:
1
Group:
F rep a rat ion s
Sistor ring tensionirg device Clac.pjr,g de.Jice Suspension device Inserti ng cone Guide cone Centering disc Device for tightening the piston rod nut Various spanners
94333
• Fit the pi ston rings (see Sheet 342/2).
9433? 94341 94342 94343 94346 943S5
.Liberally lubricate piston rings, piston skid, pis
ton rod and running surface of the cylinder liner. • As a check, turn the cranks of the cylinder 1ubricat ing pumps until oil flows out of all the lubrication points in the cylinder liner. • The cover for the gland space (on fuel pump side) is to be swung out.
94341
"'---'.
94342
~0
94339
® (LJ
~
E#
c:::=:J2J
©
~,,~_ +---f ~-++---94346
gezeichnet fur RT 58 DRAWN FOR RT 58 0- 107 197. 076
L.B.
4.85
RT
340/2a
• The three-piece scraper ring and the three-piece sealing ring with locating bracket and garter springs for the upper gland group of the piston rod (marked with arrows on Fig. IB') must not yet be fitted. The same applies to the gland groups of the piston cooling pipes (marked with arrows on Fig. , CI ).
"-'"
eRemove the stand pipes of the piston cooling box if this has not already been done (see Sheet 360/1). eBolt the guide cone 94343 onto the piston rod end (there must be no axial clearance between piston rod and cone). Under no circumstances may there be any burrs or dents on the tapered surface of this cone since these would damage the edges of the piston rod gland scraper rings. eBolt the centering disc 94346 to the bottom of the piston rod (see Fig. '0 1 ). .Check the mating faces of the piston rod and crosshead. These must also have neither grooves nor dents. o .Turn the crank of the cylinder concerned through about ~ to the fuel pump side. ePlace the inserting cone 94342 onto the cylinder liner (Fig. 'AI). Its bore must not have any burrs or suchlike and must be liberally coated with oil. Fit tin g
of a Pi ston
After carrying out the preparations described previously, the piston can be fitted as follows: - Place the piston over the cylinder liner and slowly lower it. Check to ensure that the guide cone 94343 can be inserted into the piston rod glands without restriction.
"-'"
- Once the piston has been lowered until the bottom piston ring is at the height of the inserting cone, 0 turn the piston rings until their gaps are staggered at 180 to each other in the engine longitudinal direction. Slowly lower the piston further until its telescopic pipes are very slightly above the piston cooling pipe glands. One man must carefully watch this phase of fitting and tell another one, who is on top of the engine, in which direction he has to turn the piston so that the telescopic pipes can enter the glands without touching. Attention: The piston must only be turned using the suspension device. Never use the telescopic pipes for this purpose. - Now lower the piston further until the guide cone can be removed from the piston rod. - Finally, lower the piston until the piston rod rests on the crosshead, making sure that the centering pin on the crosshead enters correclty into the piston rod. - Ease the load on the crane wire a little. - Unscrew and remove the centering disc 94346 from the piston rod. - Coat threads and contact surface of piston rod nut with MOLYKOTE paste G. Screw the nut on and tigh ten by hand. Turn piston to T.D.C., remove suspension device and turn piston to B.D.C. for tightening of the piston rod nut (refer to Sheet 340/3). - Fit stand pipes into the piston cooling box and secure them (see Sheet 360/1). - Complete assembly of glands for piston rod and piston cooling pipes. - Remove all gear and tools, etc. from the engine and fit cylinder head. Remark! Should the necessity arise of having to fit a working piston while the ship has a bad list or during heavy seas, it is advisable additionally to instal the clamping device 94339, which in this instance has the duty of guiding the piston rod safely through the cent~e of the piston rod gland. The device is then to be removed.
L.B.
I,
oc:
SULZER
RT
F~Lr
(',T
~~:
~t
~
3~ort
~q~rki~g
p~c:,'n
?is on r0-)
Group:
340
Sheet:
2
Freparations 'J;ry bar:
;:istor rir~ :ersiorirg ae ice
Cia:;pir; device Suspensior bracket ,serb ng cone Guide cone Devi ce for li fti ng t' e pi stan rod bo 1t
Device for tightening the piston rod bolt arious spanners
~L ~ .J
, c::
• Fi t 'he pi stan ri ngs (see ~hee t 342/2).
I I ....
34235
• L'berally lubricate oiston rings, pis 0 skirt, piston rod and running surface of the cylinder liner.
94341
94342 94343
.As a chec, turn the cranks of he cylinder lubricating pumas until oil flolls out of all the lubrication points in the cylinder liner.
94344
• The cover for the gland space (on fuel pump side) is to be swung out.
94355
94341
94339
94342
~0
®
a::::J
~
©'f
c::JEJ
94343
gezeichnet fur R T 58 DRAWN FOR RT 58
o-
K.Ksto.
L.B.
107. 197. 077
I,
QC
RT
340/2a
e The three-piece scraper ring and the three-piece sealing ring with locating bracket and garter
springs for the upper gl a d group of the pi stan rod (marked wi th arrows on Fi g. I BI) must not yet
be fitted. The same applies to the gland groups of the piston cooling pipes (marked with arrows on
Fig. Ie') •
I~'
• Re ave the stand pipes of the piston cooling box if this has not already been done (see Sheet 300/1). eSolt the guide cone 94343 onto the piston rod end (there must be no axial clearance between pisto
rod and cone).
Under no circumstances may there be any grooves or dents on the tapered surface of this cone since
these would damage the edges of the piston rod gland scraper rings.
eThe centering part on the lower end of the piston rod must be undamaged and coated with oil. Check the mating faces of the piston rod and crosshead before fitting. These must also be clean and
have a grooves or other damage.
eTurn the crank of the cylinder concErned through about 90
0
to the fuel pump side.
• Place the inserting cone 94342 onto the cylinder liner (Fig. 'A'). Its bore must not have any burrs or suchlike and must be liberally coated with oil. eThe internal thread in the end of the piston rod has to be lightly smeared with Molykote paste. ,
Fit tin g
'-.-/
of a Piston
After carrying out the preparations described previously, the piston can be fitted as follows: - Place the piston over the cylinder liner and slowly lower it. Check to ensure that the guide cone 94343 can be inserted into the piston rod glands without restriction. - Once the piston has been lowered until the bottom piston ring is at the height of the inserting cone, 0 turn the piston rings until their gaps are staggered at 180 to each other in the engine longitudinal di recti on. Slowly lower the piston further until its telescopic pipes are very slightly above the pi ston cooling
pipe glands. One man must carefully watch this phase of fitting and tell another one, who is on top
of the engine, in which direction he has to turn the piston so that the telescopic pipes can enter
the glands without touching.
Attention: The piston must only be turned using the suspension device. Never use the telescopic pipes
for this purpose.
- Remove the guide cone 94343 as soon as the lower end of the piston rod has passed the piston rod gland. Finally, lower the piston until the piston rod rests on the crosshead, making sure that the center ing pin on the crosshead enters correctly into the piston rod, - Ease the load on the crane wire a little. Lightly smear the contact surfaces of the piston rod bolt with Molykote paste. By using the lifting device 94344 which has been placed centrally under the bolt head, raise the bolt with the aid of a lever. At the same time turn the piston rod bolt head and then screw it in by hand (see Fig. 'E'l. - Turn piston to T.o.C., remove piston suspension device and turn pistan to 8,D.C, for tightening of tne piston rod bolt (see sheet 340/3). - Fit stand pipes into the piston cooling box and secure them (see sheet 360/1). - Complete assembly of glands for piston rod and piston cooling pipes. - Remove all gear and tools, etc. from the engine and fit cylinder head. Remark! Should the necessity arise of having to fit a working piston while the ship has a bad list or
during heavy seas, it is advisable additionally to instal the clamping device 94339, which in
t is instance has the duty of guiding the piston rod safely through the centre of the piston
rod gland. The device is then to be removed.
K.Kstg.
1.B.
4.86
~
J40/2b
RT
2 -107.157. 721
K.Kstg.
L.B.
2.84
SULZER
RT76
HORKING PISTON Loosening and Tightening of Piston Rod and Piston Rod Scre'" Respectively
Tools:
Group:
3QO
Sheet:
3
Key to III ustrati ons
Tightening device complete 94356 HP-Oi 1 Pump 94931 Pressure gauge 94932 HP Ho se 94935 Hydr. Jack 94937 Round bar 94115 Feeler gauge 94122
<,
1 2 2a 3 5 6 7
Pi ston rod Piston rod nut Pi ston rod screw Cross head Holder for jack Hydr. jack Special spanner 8 Spanner holding pin
10 11 12 13
Check valve on the HP pump Hydr. HP oil pump HP hose Pressure gauge L Empl acement for holder 5 when loosening F Emplacement for holder 5 when Tightening
T
Kufbel 22° iiber U. T. P schalten TURN CRANK 22° ABOVE B. D. C.
_ L_---t--+ir-
1
I,
5
i
(9Io3$Q}U 2a (9~932)
8
(9~356c)
2
I-I
Remarks:
13
The ill ustrations shows the tightening device 94356 when tightening the piston rod nut 2 or the piston rod screw 2a respectively. For the latter alternative execution (with short piston rod) please place in the text below the piston rod screw 2a wherever the piston rod nut is men tioned.
(94931) (9~935)
11
12
10 ---:'=1 _==> II-II 1
~/+-/~=~:···~~
J,'
For either tightening the piston rod fastening, or for loosening it, always use the tightening device 94356, which consists mainly of special spanner 7, spanner holding pin 8, jack 6, holder for jack 5 and the HP oil pump. Mount a platform of boards in the crank case, permitting safe_ standing for the work process. Fasten the jack holder 5 onto the resgective engine column. Rotate the crank to 22 after
B.D.C ••
Iv.
1-107.197.395
100 I.
RT76
340/3a Working Procedure for Loosening - Loosen the locking screws of the piston rod nut 2 and remove them with the locking segment.
- Connect the hydraulic jack 6 to the HP oil pump 11 with the KP hose and place it into the holder 5 (jack piston pressed completely to initial position). - Place the special spanner 7 on the nut 2 in such a way, that it stands nearest possible to the piston of the jack 6, fasten the spanner in this position with the spanner holding pin 8. - Actuate the HP oil pump 11 and act upon the spanner 7 with the hydro jack 6, till the screwed fastening is loose. (It might be necessary to re-grip, i.e. release the pressure, push the jack piston back to initial position and reset the spanner until the nut is sufficiently loose to permit turning it loose manually with the round bar). To preserve the tool, never use the full stroke of jack. Working procedure for Tightening: - Clean the thread of the piston rod and the seating surface of the nut and coat them with molykote paste G. - Fit the nut 2, turn it with the round bar till it is seated and tighten it with the special spanner 7 by a strong jerk (check with the feeler gauge whether the nut is actually fully seated). - Mark the position of the toothed nut 2 to the crosshead 3 with an inking pen or similar. - Fix the holder 5 on the left near the nut 2 and place the jack 6 which is connected to the HP oil pump, into the holder. - Place the special spanner 7 on the nut 2, so that it stands as near as possible to the piston of the jack 6, and fasten it with the holding pin 8 in this position. - Actuate the pump to act on the spanner with the jack until: the nut 2 on engine with 'long piston rod' turned by 6 teeth (~ angle 10(' 30 the screw 2a on engine with 'short piston rod' turned by 11 teeth (~ angle
0
'0<'
)
55
0 )
- Remove the tightening device and lock the piston rod nut 2 with the toothed segment and two screws The screws themselves to be locked with locking plates. - Remove all tools and working accessories from the engine and store.
Loosening and Tightening with Spanner and Hammer Should the hydraulic devices not be available, a heavy hammer can be used in place of the hydraulic jack, with which the spanner is hit. The preparations concerning cleaning, use of molycote paste G as well as tightening angle 'CX:' remain unchanged.
1984
SULZER
Working piston
Group:
340
Sheet:
4
Checking the piston crown
RT76 Too 1s: 1 Feeler gauge 94122 1 Template 94366
The shape of the piston crown is to be checked with the template 94366 and feeler gauge 94122 (provided in the tool kit) whenever the piston is removed. The template is to be mounted on the upper piston ring and turned about the piston axis. In cases where only light burnt-off positions are established, it is quite enough to grind or file them down and to smooth out the sharp edged marginal zones with emery cloth. Should the burning off prove to be more serious, i.e. to a depth of in excess of X = 9 mm, the original wall thickness is to be restored by means of build-up welding, for which the top part of the piston is to be di smantl ed. Special welding instructions, which contain all the necessary detailed information, can be obtained from the manufacturer for such repairs. Before the engine is started up again, efforts should be made to establish the cause of such burning and to remedy same. The burning maY'be attributable to: - poor combustion, poor quality nozzles, heavy local coking on the piston crown.
94366
Kolbenring PISTON RING
4 -107.240.226
5.87
SULZER
ltJORKING PI STON
RT
Dismantling and Assembling
Tool s: 1 1 1 1 1 2 2 1 1
Group:
340
Sheet:
5
Key to Drawi ngs
Spanner 94329 Piston storage stand 94336 Clamping device 94339 Suspension device 94341 Suspension bol t 94345 Jacking bolts 94363 Bo lts 94364 Eye bolt (R) M42 (onl y for RT58) Spanner, type 330
'---'
1 2 3 4 5 6a 6b 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Piston crown Pi stan rings Pi stan ski rt Waisted bolts Rubbing rings "Short piston rod" "Long piston rod" Nut Dowel pi n Locking plate Bolt Pi stan rod nut Piston rod bolt Locking screw '0' ring Locking screw Locking plate Bolt '0' rings Telescopic pipe Bolt
0
21 22 23 24 25 25a 25b 26 AL 1 AL2 G H R WE WA
Round nut 80 It Locki ng di sc 10' ring Backing flange Connecting piece (water i nl et) Connecting piece (water outlet) '0' rings Threaded holes for jacking bolts Threaded hole for jacking bol ts Thread also for eye bolt Wooden underl ay Eye bolt (only for RT58) Water inlet Water outlet
94341
94339'------......id:J Kurze Kolbenstange SHORT PISTON ROD
Lange Kolbenstange LONG PIS TON ROD
94345
R
(only for RT58)
0-107.197.009
T • R.
5.84
'I
@
~
R (only forRT58) 94345
•
•
I~
/94345
.-
/6a
1// 6b
/'94339 '-',
~;
19
/
! Kurze Kolbenstonge
SHORT PISTON ROD
\
Lange Kolbenstonge
LONG PISTON ROD /6b /
3
25a(b)
4"
H 51 Xl
Fig. 0)
p-
(
Fig. b)
(
Fig. c)
Fig. d)
(
(
"
RT
340/5b
I-I G 11
©
12
gezeichnet fur R T 58 DRAWN FOR RT 58
G
B 6a
ALI 17 16 15
~-y
3
l', '~
1
13
~
20
C'I
N-N
25a
WE
21 ---M,~~- --J,,-~-1-
I WA 10
9 22 L.B.
23
25b ALI
9-107.195.547
2.84
RT
340/5c
A) Dismantling (see also vari2i'1t according to section C)
@
Shou1 d it be necessary to di smant1 e a pi stan (cleaning of cooling spaces, re-machining of the ring grooves, etc.), it must first be inverted as ~ shown on Fig. lA' and placed on a solid wooden underlay with the piston crown facing downwards. The telescopic pipes have to be fixed with the device 94339 to protect them against bending. Fig. a) Piston in dismantling position.
94363
Fig. b) Lifting of piston rod together with piston skirt from piston crown. Fig. c) Piston skirt in position for separation from pi stan rod.
6b(a)
Fig. d) Removal of piston rod from piston skirt. Procedure for Dismantling a Piston
3 1
Place the piston onto an even surface according to Fig. 'a' of illustration IB'. An underlay has to be placed below the piston to protect it. a) Separating Piston Head from Piston Skirt - Remove 1ocki ng e1 ements 15, 16 and 17 from all nuts 7 (Fig. 'C'). Slacken off and remove all the nuts 7 using the special spanner, type 330, and sledge hammer. - Using the crane, lift the piston rod approx. 4 to 5 cm from the floor.
®
- Screw both the jacking bolts 94363 into the threaded holes ALl (see Fig. 'C', section II-II) until they contact the piston crown. The piston crown 3 can then be separated from the piston skirt by screwing the bolts down either alternately or simultaneously (Fig. '0'). Now unscrew both the jacking bo1 ts until they no longer protrude from the bottom of the pi ston rod.
:y:
b) Separating the Piston Rod from the Piston Skirt
94363
- Lift piston rod together with piston skirt and, from below, screw both bolts 94364 into the threaded holes above the ones into which the two jacking bolts in the piston rod are screwed (Fig. 'EI). - Using a spanner, 1 a 0 sen both bolts 20 (Fig. 'C', section III-III) with which pi stan rod 6b (a) and pi stan ski rt 3 are bolted together but. do not remove them yet.
~
94364
- Place piston rod with piston skirt onto three wooden blocks 'HI (see Fig. IC', illustration IB').
2 -107.197.014
L.B.
12.84
RT
340/5d
- Unscrew both the previously slackened off bolts 20 by hand and lift the piston rod and piston skirt approx. 3 to 4 cm off the wooden blocks. '-/
- Evenly screw down both jacking bolts 94363, thus separating the piston skirt from the piston rod. The latter can then be lifted out and also be placed onto three wooden blocks. - Remove jacking bolts 94363 and bolts 94364. - Should the telescopic pipes for the piston cooling have to be removed as well, see instructions on Sheet 340/8. c) Removal of the Connecting Pieces (water inlet and outlet) from the Piston Rod Flanges (Fig. 'C') - In order to remove the connecting pieces 25a and 25b, the piston rod and piston skirt have to be separated. The two toothed nuts 21 which have to be slackened off with impact spanner 94329 are accessible after removing the bolt 22 with the locking disc 23. - Slacken off the nuts with heavy blows of a sledge hammer on the impact spanner 94329 and remove them. Push the connecting pieces out of their holes or, if necessary, press them out with jacking bolts. d) Removal of Pi ston Studs (Fi g. Ie') The waisted studs 4 can only be removed after the piston crown and skirt have been separated from each other and the locking screws 13 have been unscrewed.
~)
Attention! To ascertain that the waisted studa are later fitted in the same places, marke them and their position in the piston crown.
B) Piston Assembly Preparations For assembly of a piston, the following points must be observed: 1. If possible, always use new rubber rings which correspond to our specifications with regard to dimensions and quality (see Table). The round rubber ring 14 of the piston skirt must be made 0 of silicon rubber (heat resistant to 150 C). 2. All cylindrical guide sections. rubber rings. contact surfaces of nuts and bolt threads must be coated with Molykote paste before assembly. 3. If the waisted studs 4 have been removed, their threads as well as those in the piston crown must be thoroughly degreased and coated with LOeTITE HV 77 before fitting. Afterwards, the studs are to be screwed in until they fully bottom. Where new studs are being used, these must be drilled in this position to enable the locking screws 13 to be screwed in. The threads of these screws must also be degreased and treated with LOCT ITE HV 77. a) Fitting the Connecting Pieces into the Piston Rod Flange (Fig. 'C') - Smear the shafts and threads of each connecting piece 25a and 25b with Molykote and insert them intp the throughly cleaned holes. - Thread-on the nuts 21 and tighten them with the impact wrench 94329 and a heavy hammer with stroRg blows. Fit the locking disc 23 (which locks both nuts 21 simultaneously) and fasten ist with the screw 22.
b) Assembly of Piston Rod and Piston Skirt - Place the piston skirt 3 onto three wooden blocks, approx. 120 to 140 mm high, making sure that the threaded hole for the bolts 20 are accessible from below (see Fig. 'd' of illustration 'B'). Insert piston rod 6b (a) into the piston skirt and, from below, screw in by hand both bolts 20 until they are fully home.
L.B.
11 .84
340/5e
RT58
Lift both piston rod and piston skirt with the crane. From below, push a piece of pipe through one of the eight holes for the waisted studs 4 and with it, turn the piston skirt around on its own axis until its holes for the waisted studs line up with those in the piston rod flange. - After lining up the bolts 20 can be firmly tightened with a spanner. c) Bolting Together Piston Skirt and Piston Crown and Tightening the Piston Studs - Have piston crown ready on an even base (see Fig. Ib', illustration 'B'). - Check that all waisted studs 4 are locked with locking screws 13 (see Fig. rc,), - Fit round a-ring 14 (see points 1 and 2 of the preparations on Sheet 340/5d). - Lower piston rod 6b (a) complete with piston 'skirt 3 over piston studs 4 making sure that the part of the connecting pieces with the 'a· rings 26 slips into the corresponding bores of the pi ston crown. - After joining the two piston parts, a gap IS' of 2.0 mm remains at the joint faces. Screw on all nuts 7 by hand until they make firm metal-to-metal contact. - Nip up all the nuts with a spanner and light hammer. Mark the position of the nuts relative to the ~ piston rod flange with a felt-tip pen or similar. Motor ~ . -Tighten the nuts diagonally, in turns, and in serveral steps using the spanner type Engine 330 and ~he sl edge hammer, until the nuts Itavt! been ti ghtened by an angl e oC (as per inset on the side) from the starting position marked with the marking pen. 00° RT 58 RT 68 - Secure all the nuts 7 with locking disc 15, locking plates 16 and bolts 17 (Fig. IC!). 60 0 RT 76 RT 84 C) Dismantling Where there is restricted dismantling height available, the piston can also be dismantled without having to turn it upside down. In this case the piston storage stand 94336 (Fig. IF') is bolted to the platform girder instead of the two supports 94350 (see Group 340/1, positioning piston). The piston can then be lowered onto this stand the same way up as when it was removed. The only difference in the dismantling procedure as described for variant 'A' is that the p;ston rod remains on the stand and the piston crown and piston skirt are lifted by the crane. The tools are used in the same way.
®
3
2 -107.197. 691
6a(b) 3.87
RT
34015f
®
Ausfiihrung mit Kolbenunterteil in zwei Teilen EXECUTION WITH PISTON SKIRT IN TWO PARTS
., i '-'
27 (jezeichnet fiir RTA68
DRAWN FOR RTA68 II-II
.........
- :.--.
..
...: ..
.•.
~._.~ ,./"'.
_._.
~
4 - 107. 240.J,73
Depending on there execution, working pistons may be equipped with so called one - or two part piston skirts see Fig. 'C' respectively 'G'. The working piston has to be dismantled prior to the removal of a sealing plate 27 (Illustr. 'G'). The dismant' ling and assembling sequence is for both executions the same. If on a two part riston skirt the sealing plate 27 has to be removed, in such a case screw plug 28 must first be taken off. The sealing plate can be lifted from the piston rod with the aid of two eye bolts, after the removal of allen screw 29. '
For fitting the sealing plate 27, LOCTITE type 'A' has to be applied to the threads of the allen screw 29 and the screw plug 28 as well as a new Cu-sealing to be used for the sealing plug. The allen screw has to be tightened with an angle.. of 40 0 • L.B.
1.92
SULZER
RT '--")
WORKING PISTON
Group:
340
Pressure test of Cooling Space (Leak Tightness test)
Sheet:
6
Tools: Pressure testing device Assorted spanners
Key to Illustrations 94331
1 Vent valve 2 Brazing ring
3 Pressure flange for the telescopic pipes 4 Pressure test nipple
5 6 7 8 ~I
O-ring Connecti ng pi ece Shut-off cock Hand pump Pressure gauge
When a working piston has been dismantled and re-assembled, a pressure test must be carried out to ensure the tightness of the cooling space and the pipe connections. The pressure testing device 94331 contained in the engine tool set is connected to the connecting piece 6 While filling the cooling spaces with water keep the vent valve 1 open unti 1 wi th the fi rst pump strokes and the issuing water all the air has escaped. Test the cooling space during 15 minutes at a pressure of 4 to 7 ba~ Should the piston leak dismantle the piston again and remedy the cause of the leak.
4 i-7bar
~ 94331 6 fvf 7
8 2 -107198.405
l;
0 I,
SULZER
RT
WORKING PISTON
Group:
Changing of Piston Cooling Telescopic Pipes
Sheet:
Too 1s: Checking gauge Clamping device Suspension bolt Hand 1amp
342 1
Key to Drawings 94330 94339 94345
Pi ston ski rt Piston rod Locking plate Bolts 19 Telescopic pipe 24 '0' ring
3 6a(b) 9 10
25 Backing flange 25a Connecting piece (water inlet) 25b Connecting piece (water out1 et) A Eye
L Lamp R Eye bo lt
o 19 19
gezeichnet fur RT 58 DRAWN FOR RT 58
25
25a(b)
3
25 9
25b
L.B.
4-101.191.01.0
2.84
342/1a
RT
In the event that telescopic pipes have to be replaced, it is recommended that this be done after removing the piston from the engine. Always handle the telescopic pipes wit h car e a s it depends, to a large extent, on their '-" condition whether or not the glands for the piston cooling stay tight during service. To avoid possible bending of the telescopic pipes, it is advisable always to use the clamping device 94339 during transport of a piston and to keep it there until the piston is being fitted. When fitting and removing telescopic pipes, it is best to do so with the piston rod turned upside down, as positioned during dismantling (see Group 340, Sheet 5l. When, however, the piston will not be dismantled, a change can be made with the piston suspended or hung on the platform support (Group 340, Sheet 1 J. Removal of the Telescopic Pipes - Bend back the locking plate 9, slacken off the bolts 10 and remove them together with flange 25. - The telescopic pipes 19 can now be pulled out of their sockets by hand. Attention: Where the telescopic pipes are being removed from a suspended piston they must be prevented from dropping before the bolts 10 are slackened off and removed. Fitting of the Telescopic Pipes The bores and contact surfaces to take the telescopic pipes must be thoroughly cleaned. Any uneveness of the contact surfaces must be carefully removed to prevent the pipes taking up a slope. Insert new '0' rings 24 in the grooves at the foot of the telescopic pipes and smear thew with MOLYKaTE paste. Insert the telescopic pipes in the connecting pieces 25a and 25b for the water inlet and outlet respectively and carefully tighten them with a backing flange 25 and bolt 10 each. Secure the latter with a locking plate 9. The parallelism of the telescopic pipes has to be checked with the piston rod standing vertically (see Fig. 'B'), whereby either method shown on Fig. 'a' or Ib' can be used.
®
R
Method according to Fig. 'at:
6b
The ga~ge 94330 must be lightly and continuously pressed against the piston rod and pushed along the telescopic pipes from top to bottom. If the pipes are in good alignment, the sliding gauge will not jam any where.
19
Method according to Fig.
t~l:
By means of a lamp held behind the piston rod, or a light sheet of paper, it is possible to check visuall from the front whether the visible contour of the telescopic pipes runs parallel to the outer line of the piston rod. Maximum permissible parallelism deviation is 1.5 mm
Fig.
Fig.b
a
L
When parallelism is found to be in order, the clamping device 94339 can then be fitted. These provide sufficient protection when turning or during tansport of the piston. They have to be removed shortly before the piston is lowered into the cylinder liner.
$-94330 A L.B.
2 -101.197.U12
5.84
SULZER
Piston Rings
RT76
Checking the Ring Wear
342
2
Tools: Feel er gauge 94122 Piston ring expander 94338 Outside micrometer (0 - 25 mm) 1 Steel wi re brush Various cleaning materials
On the occasion of every piston overhaul, carry out the following tasks: - Removing Piston Rings: For piston ring removal, (and fitting) the expander 94338 must be used. Expand the rings only sufficientely to ease them over the piston. - Thorough Cleaning of Piston Rings and Piston Ring Grooves: Clear carbon and lacquer deposits with a steel wire brush, then clean all parts with a rag soaked in a suitable cleaning agent. - Measuring Piston Rings and Piston: Check all dimensions, record them and compare with clearance table (sheet 012/7), The records are important for later judgeing the running gear, they shall therefore contain all dimensions, date of overhaul, number of operating hours of every component as well as the engine operating hours. - Piston Rings: Measure the piston rings with the outside micrometer at the points A,B and C (see sheet 012/7). - Piston Ring Grooves: Measure the clearance in the piston axis j, and k respectively with the feeler gauge 94122, with pisl ton ring fitted and pressed, at the measurlng point, fully into the groove. - Re-using Piston Rings: On new engines it is recommended to remove one of the pistons after about 2000 operating hours, to establ ; sh the wear rate of cyl i nder 1i ner and pi ston ri ngs. With the help of the diagram on sheet 012/7 the approximate service life of a piston ring can be estimated, i. e. when it is probabl y due for repl acement. Examples: (Pl.refer also to the diagram) Case one: New cylinder liner, new piston rings. Piston removal after 2'000 operating hours. The following wear has been measured: Cy1. liner 0.14 mm = 0.07 mm /1'000 Hrs. Point 1 Piston ring 1.00 mm = 0.50 mm /1'000 Hrs. Point 1 Provided all piston rings are in good condition, they can again be fitted. Pl. note however, that re-fitted piston rings must only be used till the limiting line 1 min.
Q P.7
Case two:
First piston overhaul after 7'000 operating hours:
Case three:
Wear of cyl. liner 0.49 mm = 0.07 mm /1'000 hrs. point 2 Wear of piston ring 3.50 mm 0.50 mm /1 1 000 hrs. point 2 Point 2 lies above the line 1 min. Re-fitting of the piston ring is not recommended, as its continued service time is 1imited by the 1ine 1 min. Second piston overhaul after, total, 13'000 operating hrs. of the engine: c
Wear of cyl. liner 0.42 mm since the first overhaul point 4 Wear of piston ring 3.00 mm since the first overhaul point 4 Point 4 lies above the line 1 min. It is not worth while to re-fit the piston ring. Remark:
Line 1 min. for re-utilized piston rings Line 1 min.N • for new piston rings
1. When fitting piston rings, pay attention, as to whether they are userl ones or new ones. 2. In order to ascertain the good sealing effect of the complete piston ring set in operation, study the diagram without fail. With badly worn piston rings an optimal sea)ing of the ring set is no longer ascertai ned.
3. Experience has shown, that used, re-utilized piston rings seal less well in operation as newly fitted rings. For this reason the limit for total wear of old rc-utilized piston rings (1 min.) has been placed somewhat higher than for new piston rings (1 min. N). Fitting of used Piston Rings: When re-utilizing old used piston rings, make sure that only such rings are fitted which are undamaged and in good condition. The piston rings must be fitted with the note DTopn on top. Sharp edges of re-utilized rings must be rounded off with radii as per illustr. nan. The edges of the ring lock must be rounded with 0.5 mm radius. Re-utilized piston rings must be again fitted in the same ring grooves and in the same position (nTopn) where they were removed from. Fitting of new Piston Rings: The ring set composition has been depicted on illustr. naD. The note nTopn stamped into the piston ring must without fail come to be on top. Newly fitted piston rings must be run-in in accordance with the instructions in the operating manual. Re-conditioning of worn Piston Ring Grooves If during an overhaul heavy wear of the chrome layer is noticed, we strongly recommend re-chroming the ring grooves in question. If this is not done in time, the wear increases to an extent where the chrome layer Cr of the new condition (layer thickn. on new r.groOVQS 0.4 - 0.45mm)is completely gone, when expensive re-conditioning of the ring grooves become necessary. Re-conditioning instructions for ring grooves can be requested from the engine suppliers.
9.87
J42/2b
RT
76
Ring-Ausruestung RING ARRANGEMENT TOP
r 3.2
a = 'KNP' TOP
r 2.0 r 2.0
b
= 'KN'
r 2.0
c = 'KN'
d = 'KN'
Cr=l==~~"'''r( 6=~::;=*===I= k1
e = 'KN' Cr.I=I==~~""< 87.7019
Cr = 0.4
+
0.45mm
Original Ringbreite = 24.0 mm
ORIGINAL RING WIDTH
I [mm] 24
23
.m
= 24.0
mm
3
22 21 20 19 760
761 762 763 Max. Zyl. Abnuetzung = 765.32 mm MAX. LINER WEAR = 765.32 mm
764
765
766 [mm]
7.87
SULZER
RT
PISTON COOLING
Group:
360
Checking the Stand Pipes
Sheet:
1
Tools:
Key to Drawings
1 Extracting screw 2 Fork spanners
Round bar for Nozzle 9 of the water outlet stand pipes
94381
10' ri ng Pi ston cool ing chest Stand pi pe (i nl et) Stand pipe I:outl et) 4 10' ring 5* Locating screw 6 Backing screw
1 2 3 3a
7 8 9 10 11 12 *
Inlet nozzle Guide bushes (narrow) Outl et nozzl e Distance pipe Locki ng screw (onl y RT 76/84) Locki ng pl ate Secure with pop mark
During every piston overhaul or whenever increasingly strong cooling water leakages have been noticed, the stand pipes must be removed and equipped with new guide bushes. After unscrewing backing screws 6 a little, use extracting screw 94381 to remove the stand pipes (see Fig. on the right).
1
Note: A little water normally drips out during removal of the stand pipes. Every care should be taken to prevent it from running into the lubricating oil.
3
The individual plastic guide bushes of both stand pipes belonging to one cylinder have the same diameter and height. An increased quantity of leakage cooling water indicates wear of the guide bushes during service (can be seen on the check connections of the leakage water piping). As already mentioned above, the guide bushes have to be replaced during every piston overhaul. Original and maximum clearances are indicated in the table on the reverse of this sheet. When dismantling the stand pipes, first bend back the locking plate 12, until it is at right angles to the stand pipe. Now slacken off the nozzle 7 from the inlet stand pipe 3 with fork spanner and unscrew it. The nozzle 9 is unscrewed from the outlet stand pipe 3a with a tommy bar after which the guide bushes 8 and the distance pipes 10 can be removed. (Sheet 360rlbor Ic)
6
-1----94381 4-107.195.527
Attention! Do not bend the stand pipes and do not fit bend pipes When assembl i nq" the new gui de bushes 8 and 11 and the distance pipes 10 are to be fitted in the sequence shown in the Figures of Sheet 360/1b or lc are showing. Before fitting, if not already there, a 6 x 2 mm slot has to be cut in the spacer tube of the inlet stand pipe and lower guide bush 8 of the outlet stand pipe. This is to ensure that they do not lie on the bend position of the locking plate 12 (see adjoining figure). The locking plate (bent at right angles) is inserted in the relevant groove of the nozzle before screwing the noz~ le and stand pipe together.
~
r
L. B.
~~
~c
l.."'"
6L~ I
1
Q"
360/1a
RT
The nozzle 7 and 9 respectively is tightened onto the stand pipe until metal-to-metal contact is obtained, Le. until locking plate 12 coincides with the slot on the stand pipe. After this the locking plate is carefully bent back. Attention (on no account may the locking plate protrude). As a security precaution, the diameter of the fitted guide bushes 8 must be checked (not necessary for 11 as their diameter is smaller. For this purpose it is best to slide a gauge ring with a width of approximately 30-40 mm and a bore of 0 mm over the guide bushes. If necessary, slightly reduce the outer diameter with emery cloth.
Motor Engine
RT 56
RT 66
RT 76
Rl 04
0
30 -0,05 -0,25
30 -0,05 -0,25
39 -0,05 -0,30
3 -0,05 9 -0 I 30
In order to check that the guide bushes will not jam, the stand pipes con be inserted into the telescopic pipes of a piston, where they should slide easily. When fitting the stand pipes into the piston cooling chest, make sure that the arrow mark at the lower end corresponds with the arrow on the cooling chest pointing in the same direction. (Viewed from the fuel pump side, the inlet is on the left-hand side and the outlet on the right-hand side). The '0' rings 1 and 4 and the guide in the piston cooling chest must be well coated with tallow or Molykote paste before fitting. Attention!
The stand pipes may'first be fitted after the piston has been installed in the cylinder
After fitting, the stand pipes are to .be lo~ked with the backing screws 6 and secured with locking wire.
Motor
Running pipe
Eng Ine
Inner 0
RT 56
30 + 0,1 0
30 - 0,05 - _{)~25
0,05.T 0,35
0,50
RT 68
30 + 0,1 0
30 - 0,05 - 0,25
0,05 T 0,35
0,50
RT 76
3 + 0,1 9 0
39 - 0,05 - 0.3
0,05
0,40
0,50
RT 84
39
+ 0,1
39 - 0,05 _ 0,3
0,05 • 0,40
0,50
...
0
Guide bushes max. peril""b' SSl le running elea Original dimensin Running rance for reOuter 0 fitting clearance
or
(see also Table of Clearance 012/8)
L.B.
1.85
~
RT 76/84
360/1b
Wasser - Eintritt WATER -INLET
I-I
Nute in Distanzrohr var dem Zusammenbau einfeilen GROOVE IN THE DISTANCE TUBE ALED PRIOR TO ASSEMBLING
III I
III
3 7
A
Mit Korner gesichert CORNER SECURED BY CENTER PUNCHING II
I
I gezeichnet fiir RT 76 DRAWN FOR RT 76
1- 107. 199.663
1.85
360/1c
RT 75/84
1-1
Wasser - Austritt WATER - OUTLET
,---
8 9
8 Nute in Fiihrungsbiichse vor dem Zusammenbau einfeilen _ GROOVE IN THE GUIDE BUSH TO BE FILED PRIOR TO ASSEMBLING
I
111
8
111
3a
11
1
1
gezeichnet fUr RT 76 DRAWN FOR RT 76
1-107.199.660
1.85
SULZER
RT
PISTON COOLING
Group:
362
Maintenance of Clands for the Telescopic Pipes
Sheet:
1
Key to Drawings
2 3 4 5 6
Scraper ring (3-piece) Garter spri ng Garter spri ng Guide ring Ring carrier Scraper ring
6a 6b 6c 6d 7 8 9
O-ring Slide ring O-ring Seal ring Ring holder Tel escopi c pi pe O-ring
10 Sealing ring (3-piece) 11 Keep 12
Bo 1t
13 14
Locking plate Cylinder jacket
II-II
I-I IIIL
7---_..1J 8--_--l1J:&:
1~
III - III
gezeichnet fur RT 58 DRAWN FOR RT 58
13-----t--_...~G
1 c-----r-::::--~~~
0-107. 215. 279
~~~~~~
-_.J
362/1a
RT
To allow cleaning of the glands and checking them for wear - in particular their scraper and sealing rings -, it is necessary to dismantle them. The most suitable opportunity for doing so would be during a piston overhaul with the piston removed. If necessary, however, dismantling is also possible with the piston fitted. Parts 1, 4 and 10 of the upper gland group and scraper ring 6 of the lower gland group must be examined and measured for wear. Any parts which are not longer in perfect condition must be replaced by new ones (for maximum permissible wear, see Table of Clearances 012/8). The glands of the inlet and outlet pipes are identical. Rem
0
val
of Glands
- Open hinged door to gland space (on fuel pump side). - Remove stand pipes from piston cooling chest (see Sheet 360/1). - Withdraw piston of corresponding cylinder. - Bend back locking plates 13 and remove bolts 12. - Lift up ring carrier 5 together with the upper gland group and remove it. - Remove scraper ring 6 which rests on the ring holder. - Also pull ring holder 7 out of its guide in the cylinder jacket 14. ~:
If only parts 1 or 10 of the upper gland group need to be replaced during a service interval, this can be done without removing the whole gland, as these parts are in three pieces and are only held together by garter springs 2 and 3 as well as locating brackets 11.
For maximum permissible wear of wear parts, see Table of Clearances 012/8. Fit tin q
0
f G1 an ds
For fitting, the same procedure is followed, only in reverse order. The parts of the upper gland group, i.e. the sealing rings 10, the scraper ring 1 and the keeps 11 with garter springs 2 and 5 must not be fitted Yet. Completing of assembly of the gland groups may only be done aft e r the working pisto is fitted to its place. After tightening bolts 12, these must be secured with locking plates 13.
L. B.
4.85
SULZER
RT
Camshaft Drive Wheels
Group:
410
Checking the Running and Backlash Clearances as well as Condition of the Teeth
Sheet:
1
Tools: 1 Feeler gauge or 1 Dial gauge or 1 Lead wi re 1 Tore h
94122
The gearwheels pf new engines have to be visually examined during the running-in period after a few hours in service (1-2 running hours). This also applies to old engines which have to be removed to do so Turn the engine with the turning gear until all the teeth have been checked. Afterwards a check can be made with the lubricating oil pump in service that oil flows from all the spray nozzles. In addition to this, check that all bolts are still correctly secured or for any other irregularities. After the running period we recommend that the gearwheels be inspected as described above every three months. Should any abnormalities be detected within this time, in certain cases they can be put right by an experienced engineer. Should unusual noises be heard coming from around the gearwheels the reason must be investigated as soon as possible and corrected. Defection gearwheels should be replaced at the earliest opportunity in order to avoid da~aging the neighbouring gearwheels. When the gearwheel s have run well for the ini tial running hours (6-8000 h) the above-mentioned inspection may be carried out annually. Checking the Gear Tooth Backlash The information concerning the correct gear tooth backlash values can be found in the Table of Clearances (RT 38/48, see Sheet 012/8, RT 58~84, see Sheet 012/9~. The backlash can be determined in several ways. Depending on the possibilities, the following methods of measurement can be used: - With feeler gauge 94122 The gap between the teeth flanks can be measured by using the different thicknesses of feelers in the feeler gauge. Measuring is to be carried out at several points around the gearwheel circumference. - With dial gauge Mount the dial gauge in such a way that the turning movement can be read off in mm. The gearwheel is then turned so that the tooth profile of one tooth moves from one side to the other. When using this method of measurnig great care must be taken since the drive wheel must not be allowed to turn. - With 1ead wi re A lead wire of diameter 1-2 mm is laid on the drive wheel. Using the turning gear so that the wire is fed through the gearwheels. The gear tooth backlash can now ~e measured using a slide gauge to determine the thinnest part of the wire. Should large deviations from the desired value be measured, it will also be necessary to check the bearings of the intermediate wheels.
SULZER
Group:
CAMSHAFT DRIVING WHEELS Removing and Fitting the Intermediate ~heel
RT
Too 1s:
Sheet:
Key to Drawings
2 Setting devices Various lifting devices and wire ropes Various spanners Feeler gauge
o
94410
2-piece gearwheel 2 Intermediate wheel 3 Gearwheel on camshaft
94122
5 Bearing journal 6/6a Bearing pair 7 Locating screw with locking plate 8 Waisted bolts 9 Oil space cl osi ng cover 10 Taper pin 11 Locking wire 12 Oil spray nozzles 13 Inspection cover 14 Casing cover 15 Casing cover
3
16 Casing hood 18 19 20 21 22 A M U W
Gearing double frame Wheel hub Gear rim Fitted bolt Special castellated nut Marking DRIVING END Marki ng Vertical outside edge Position of key for the 2-piece gearwheel X}Liftin g device y Sus~ension points Z Axes spacing according to Table of Clearances 012/9
y
~I
6/60
2 1
v. 2-1t17.156.156
L.B.
410 2
410/2a
RT
® 8 9
7 t Del Oil Huile Aceite gezeichnet fur RT 58 2DRAWN FOR RT 58
III-III
~ 10
0-107. 197.091
@
LoB.
2.8.1
RT
410/2b
The following procedure has to be used if it is necessary to remove the intermediate wheel: (see also Figs. 'A', 'B' and leI). Removal and fitting of the intermediate wheel (hereinafter referred to as wheel) is done from the exhaust side of the engine. Removal Put in the turning gear and bring the crank of No. tion.
cylinder to approximately the horizontal posi-
- Remove the fuses from the turning gear starter box so that it will not be possible to put the running gear in motion whilst carrying out the following dismantling work. - Remove casing covers 14 and 15 (one each on fuel pump and exhaust side) as well as inspection cover 13. - Fit a lifting tackle each at points 'X' and 'Y' respectively in the gear column, attaching steel rope 'a' and Ib' (see Fig. 'All Pull the steel ropes through the holes foreseen in the gear wheel hub of the intermediate gear 2 and hook them into the lifting tackle (as for example shown in Fig. 'A'), pull the steel ropes slightly taut with the lifting tackle. - Now release the engine side bearing from its location from the crankchamber of cylinder No.1. - To do this, remove the locking wires 11 from all waisted bolts 8. Slacken off all the waisted bolts and remove them together with the oil space closing cover. - Pull off both taper dowels 10, which locate the bearing, from the gear double column 18 (use the pullers according to tools list sheet 940-6). Release the drive side bearing 6 in the same way, whereby here the waisted bolts and taper pins are accessible from the outside. Lift the intermediate gear wheel including the bearing pair 6/6a with the lifting tackle, installed before, until it is raised by about hand width out of engagement with the teeth of the split gear wheel 1 on the crankshaft. Take over the wheel with the lifting device hung at point 'Y' and pass it on with a further wire rope I c' (outsi de the engi ne) to the crane. The bearings 6 and 6a can be pulled off the bearing journals 5 after removing the locating screws 7 and locking plates. Neither the position of the crankshaft nor of the camshaft should be altered as long as the intermediate wheel is removed unless absolutely necessary. Fitting The fitting of the intermediate wheel 2 follows in the same way as removal but in reverse order. Pay particular attention to the following points: - Fit both bearings onto the journals after these have been liberally smeared with oil. In principle, both bearings are identical but must still be put back in the original position. This is because their positions were precisely fixed during initial assembly with taper pins (note numbering of the parts). - The intermediate wheel must be so installed that the marking "DRIVING END" can be seen when lookin from the driving end. The 'inscription is stamped on the edge of the gear rim, see ~on Fig. 'BI. - Where neither the crankshaft nor the camshaft have been turned during the time that the intermediate wheel was removed, it can be replaced in any tooth position. Should, however, the position of either have been altered it will first be necessary to put it back into its correct installed position. The correct installed position is obtained when the following points have been achieved: a) The crankshaft position must be so that the crank of cylinder No.1 is in T.D.C. (Cylinder No. 1 = fi rst cyl i nder by the fl ywheel ) b) The marks 'I~' on gearwheel 3 of the camshaft must 1i ne up wi th the verti cal outsi de edge of its bearing housing (hood 16 is removed).
I R
'u'
410/2c
RT
Note: The position of the key for the 2-piece gearwheel on the thrust bearing collar is dependant ant hen umb8 r afey 1i nd8 n 0 f the eng i nee aile ern ed• 1he an 91e ,0( I h g. I C' go es back the following from T.D.C.: ,
No. of Cyl i nders
RT58
Anqle cf. RT75 RT58
4
40°
40
I
0
0
40
0
0
0
0
0
5,5,7
0
8
0
40
9,10,12
-
-
0
0 0 0 0
0
RT84 40
0 0
0 40
0 0
0
- Bring the intermediate wheel (complete with bearings) back to its original place with the 1ifting devices and provisionally locate both bearings in the end frames 18. When doing so, only tighten the bolts so much that the bearing can still move a little as the taper pins are pushed in. Carefully knock in the taper pins 10 into both bearings, using a copper drift; under no circumstances may they lie proud of the sealing faces of the oil space closing cover 9. - Now remove the two provisionally fitted bolts from both sides again. Apply a sealing compound to the sealing faces between the oil space closing cover and the. gearing double frame. Put on both cover 9 with their waisted bolts and tighten the latter evenly by hand with a spanner. Mark the wai sted bo 1ts wi th a dash at thi s posi tion and then ti ghten them further crosswi se and in a stages through an angle of 45 • - As a precaution now check the tooth backlash between the gearwheels (see Table of Clearances 012/9) - Secure all waisted bolts in the 2nd group with wire. Note: Should it be necessary to replace a bearing, the opposing bearing must also be replaced since new bearings are manufactured in pairs. When fitting them, the intermediate wheel must be precisely set; the same applies to the replacement camshaft drive wheels. Use the setting device, tool No. 94410 when doing so. See Table of Clearances 012/9 with regard to gear tooth backlash and axial spacing. The gear tooth contact pattern should also be checked and evaluated with engineers marking blue. Where it is necessary to re-pin the bearing, e.g. after fitting a ~ gearwheel set, etc., use the pin holes already pre-drilled in the frames. This work is best done by an experienced fitter who posseses the necessary instructions from the engine builder.
L. B.
11.84
410/2d
RT
Remarks for the Repl acement of a spl it Oesi gn Gear Wheelan the Camshaft (Ill ustr. '0') ~
- The removing and fitting is carried out as described above. _ The replacement of a damaged split design gear wheelan the camshaft may only be done in exchange for complete gear wheel i.e. the geared rim must be screw fastened to the hub and the bearing journal fitted. This is necessary as the final machining of the gear teeth has been carried out in this mounted condition at the makers works and guarantees the required perfect true running of the complete gear wheel. Fot this reason a split design gear wheel may only be installed if the final machining of the teeth had been carried out with assembled hub/toothed gear rim. - After the final machining of the teeth the rim may not be separated from the hub. - Should the damage be limited to the toothing (gear rim), then the hub may be re-used, provided a new rim, on which the teeth are not finishmachined is fitted to the hub, screw-fastened and dowelled to which its teeth can be finished. _ After fitting a spare gear wheel it is strictly recommended to place an order for another spare.
I-I
@
c
<:
18
Lu
II
~
<: 8
8 9
:;: 9
Q::
c
8
70
I~
"eli
:t:: ell
II)
.Q
.... ell
.b c:
5
t
6 7 IiI
~
'"11 II
\
21
A
7 Del Oil Huile Aceite
19 22 20
6a
III-III
~. ., . ....,...........
10 0-107.197.092
gezeichnet fiir RT 58 DRAWN FOR RT58
L.8.
I
SULZER
CAMSHAFT DRIVE WHEELS
RT
Replacing the 2-Piece Gearwheel on the Crankshaft
Tools:
Group:
410
Sheet:
3
Key to Drawings
2 Eye bolts M24 1 Hydr. tightening 94412 device, comprising: 1 Socket spanner 94412a 1 Spanner 94412b 1 Plate with pins 94412c 1 Hydraulic pump 94931 1 Jack 94938/a 1 High~pressure hose 94435 1 Feeler gauge 94122
1 Gauge or outside
mircometer
Engineers
marking blue
2 3 3a 4 5 6 7
Upper gearwheel half Lo we r gearwheel half Waisted bolt Castellated nut Locating screw Locking plate Dowel pin Bedplate
K M R S
Key way Marking "DRIVING END" Threaded holes for eye bolts Threaded holes for locating screws T Blind holes for inserting the tightening and loosening device W Drilling for fixing the tool during removal of thrust bearing segmen ts
o
I-I
I
I
t
i
I
~I
I
i
1
,~~
x
I
I
~~ ~~ ~ ~~" ~ I
s 0-107.159.099
l---------j.
R
4
5
RT
410/3a
Should it be necessary to replace the split gearwheel on the crankshaft coupling flange pair or the thrust bearing collar (hereafter referred to as gearwheel on crankshaft), the spare gearwheel has to be fitted. We strongly recommend that a new gearwheel be ordered immediately, giving exact details as to engine type and number. Thi s information is essential since the precei se diameters "Fl" and "F2" as well as total width "C" on the crankshaft are registered by the engine builder and the spare gearwheel will be manufactured to these dimensions. Under no circumstances may the "0 Fl" and 0 F2" be altered by filing or otherwise cutting back at the circumferential contact faces (see Fig. 1BI). Work Procedure Removing the Gearwheel - Engage the turning gear and bring the crank of the first cylinder approximately to top dead centre
(T.D.C.). - Remove the intermediate wheel (see Sheet 410/2). - Remove the stopper bridge for the thrust bearing segments (see Sheet 120/2). - Turn the gearwheel on the crankshaft to a position such that the nuts 3a of the four waisted bolts 3 can be loosened from above (wheel separation horizontal). Now position the tightening and loosening device 94412 with its pins inserted in the blind holes IT' available for this purpose and together with the socket spanner 94412a on are of the castella ted nuts. - Turn the spanner using hydro pump 94931 and jack 94938/a,pressing back the extended piston and
bringing the spanner back to a better position as necessary.
- Remove all the nuts 3a from the waisted bolts 3 and knock the bolts out.
Attention! The locating screws 4 remain in place for the time being.
- Screw two eye bolts into the threaded holes R and make the upper gearwheel half to a lifting device.
fast with a rope
Remove the four locating Screws 4 from the upper gearwheel half, raise it and remove it from the crankcase. 0
- Turn the crankshaft through 180 and remove the second gearwheel half in the same way.
94412b ~-94412c
94412c
94438 944120
1
94935
30
""---94412b 2-107. 133.588
T .R .
~
410/3b
RT
Preparations for Fitting the New Gearwheel Please pay particular attention to the following points: - The shafting part on the crankshaft, as well as the bore, shoulders and butting faces of the gear wheel must be clean, undamaged and ~ The same applies to key and key way. - With the aid of jacking screws, remove the key and slide it into the key way of the new gearwheel as a check (the key must fit exactly at the sides, but must not jam). - The fitting of a new gear rim must be carried out with utmost care and accuracy as even relatively small errors can have a negative influence on the running behaviour of all gearwheels of the cam shaft dri ve. Fitting the New Gearwheel Before finally fitting the gearwheel, it should be fitted provisionally as described below in order to check that the wheel sits perfectlj on the crankshaft. 1. Turn the crankshaft until the key set into the shaft is at top centre. In this position, smear the seating part on the shaft for the upper gearwheel half as well as the back of the key with marking blue.
2. Place the gearwheel half 1 (with key way) onto the crankshaft. Using feeler ga~ge 94122, check tha the key does not touch the bottom of the key way but also that the clearance does not exceed 0.2 mm Attention: The marking nDRIVING ENDn to be found on one side of the gearwheel must be situated on the side facing the flywheel. 3. Screw four locating screws 4 into the holes'S' until the screw heads make contact with the gear wheel ha If. 4. Disconnect lifting device from gearwheel half and remove the eye bolts.
o
5. Turn crankshaft through 180 and now also coat this part of the seating surface with marking blue and fi t the gearwheel half. 6. Screw four locating screws 4 into holes IS' of this gearwheel half until the screw heads make
con tact.
7. Fit the four waisted bolts 3 from top to bottom and tighten evenlY,i.e. the gap separating the two wheel halves should always be,approximately the same on both sides during tightening of bolts 3 so that the two dowel pins 6 enter the holes of the other gearwheel half without being forced. 8. Turn the crankshaft so that the nuts of the waisted bolts are accessible from above. 9. Using a spanner and hammer, evenly tighten the nuts of the waisted bolts 3 crosswise, taking care that the gap between the wheel halves remains egual on both sides. (Counter-hold bolt beads!). 10. Loosen the nuts of the waisted bolts 3 again and remove the bolts. Thereafter, the two gearwheel halves are rem 0 v e don cern 0 r e (see section IIDismantling ll l. Check that the contact surfaces of both gearwheel halves and of the contact surfaces are in order and that there are nod dents.No marking blue may be visible at the bottom of the key way. If the contact surfaces are found to be in order, the wheel halves are refitted according to points 1 to 8 and the nuts tightened as described below.
RT
1.10/3c
Final tightening
of waisted Bolts
©
®
Messbereich
Grar:
.
·S
EE
Messbereich
fur Fig. E
fur Fig. E
MEASURING RANGE
MEASURING RANGE
FOR FIG. E
FOR FIG. E
.... t--
>< tl
nal'0; tittea, Lolts ur: tensioned (only tightened by hand IIi th spanner)
(leu
.... t-
Grap:
Messbereich
C"')
Cl
fur Fig. 0
a-
@
MEASURING RANGE
FOR FIG. 0
II
Between the spl it faces in the measuring range for fig. C"') , 0 I (a cc. Fig.' BI) Bo 1t s Cl, fully tighte ed '; >( tl
~
-t-
-
E
-I-.
- -+---+--
I
~
'+
I
Grap:
®
I'
+) Thre ads and nut seating smeared with Molycote paste G.n
Engine Tolerance AF
.. ..
( )
lin. ( ) .ax. Bolt elongation
Cl earance j
AL +
Tightening torque Nm )
(II)
In the measuring range for fig. , [ I (a cc. Fig.' BI) (801 t stu 11Y tightened) C) Cl
RT 62
RT 38
RT 48
RT 58
RT 68
RT 76
RT 84
...(),07 ...() , 11
-0,09 ...() , 13
...(),13 -0,17
...(),15 ...(),19
...(),18 ...(),22
...(),20
...(),24
0,19 0,31
0,28 0,41
,4! 0,5
°
0,47 0,60
0,57 0,69
0,63
0,75
0, 6O:fO ,05
°,85:fO ,05
~,75:fO,05
1800
2800
3400
1,0:fO ,05 1,JS:fO,OS 1,05:fO ,05 5100
6300
8500
Attention! The two bores of the gear wheel '0 1 ' and '0 2 ' (see Fig,'BI) are smaller by L::. F than the cor responding check lIIeasurelllents '0F l ' and '0F 2 ' on the crankshaft. (During machining the aVerJ ge tolerance is aiAled at.) Working Seguence - After fitting the two gear wheel halves as per po ints 1 to 7, the total le ngth ILl (see Fig. 'AI) of the waisted bolts must be I€ a sured with a V ernier call iper or a horseshoe lI1icrometer and rec orded (Note the bolt nUllbersl. o
o
Tighten the two bolts of one of the split faces with a spanner by hand (without the use of a hJmmer) until the gap on that split face is zero. Tighten the opposite two bolts in the salle lanner, whereby a gap jilin or j lax reAlains. (see I iy.'C ' ). '--../
- Should the gap be 1arger than j lax, the bores a f the gear wheel must be enl arged by an extremely sm.111 amount. Ihis can be done by careful scraping or grinding with elD~ry cloth arid J suitJlde piHe of \lood,
9.85
410/3d
"--'
RT
When the described initial position according to Fig. Ie' is reached in the measuring range for Fig. '0' (Gap = 0 and j rain. ~j ~ j max.)loosen the two waisted bolts of that gear wheel separating face si de havtng 0 _ clearance and tghten instead the waisted bolts of the gear wheel separating face side 1 having j clearance correspondingly more, so that finally in the measuring range for Fig. 10 (see Fig. 'BI) i.e. in the teeth region the clearance on both sides is equal. _ Tighten the waisted bolts crosswise with tightening device 94412 equally till their total length (see Fig. 'A') has increased by at least.o. L. _ In this condition between the teeth (in the measuring range for Fig. 10' in Fig. 'B' should the clea rance between the two separating faces by maximum 0.03 mm (Fig. '0'). _ In the measuring range for Fig. IE', Fig. 'B' i.e. on the outer edges between the shoulders the clea rance:should be practically zero. (Fig. IE').
1985
SULZER
RT
CAMSHAFT
Group:
420
Removing and Fitting a Camshaft Section
Sheet:
2
Too 1s: 1 Holding strap 1 Lifting device 2 Pi ns
1 Support 1 Clampng bolt 2 Holding straps 2 Supports 2 Special nuts 1 Set tools for cutting out an actuati ng pump Various spanners
94416 94417 94417 a 94418 94419 94422 94423 94423a 94430
2 3 4 5
Key to Drawings 6 Actuating gear housing 6a of the fuel and actua 7 tor pump B Camshaft (section) 9 Coupling 10 Reversing servomotor 11 Oil connecti ons
Inner beari ng shell Bearing saddle Bearing ring Bolts '0' rings '0' rings Feed shaft nut
The complete camshaft comprlslng several sections should never be fitted or removed in one piece.
The arrangement and use of the devices and tools for each individual section is the same as is shown on
illustration 'A'.
Valid only for engines with balancer Attention: The presence of a balancer (driven by the camshaft) must always be considered when fitting or removing a central or the last camshaft section at the free end of the engine. It is, therefore, absolu tely essential to follow the instructions in the supplement to Group 770/1 (there is otherwise the risk f an accident occurring).
gezeichnet fur RT 58 DRAWN FOR RT 58
1-107.197.0t.8
, 1
0
I
420/20
Removal of a Camshaft Section _ Remove the front and side casings from the fuel pump actuating gear housing. _ furn the engine with the turning gear and simultaneously raise the rollers together with their guides of III the fuel and actuator pumps from their cams. Refer to Group 551-26 of the Service instructions Manual for thi s. Make ready the cut-out devices for cutting out the actuator pumps (one tool 94430 for each actuator pump) • Slacken off and remove the tie rods with distance tubes which Jie vertically in front of the camshaft bearings to reinforce the fuel pump actuating gear housing. _ Release the shaft couplings which connect the camshaft section to be removed from its neighbouring units according to the instructions given on sheet 421/1g. The markings on the shafts and couplings make it possible to precisely reposition a~l the components during later re-assembly. _ Now slide the released couplings onto the camshaft sections which will not be removed _ Unscrew bolts 8 and pull down the oil connections 5 until there is no longer any connection between them and the bearing ring 7 of the reversing servomotor 4 (see Figs. 'A' and 'B'). _ As shown in Fig. 'A' attach a holding strap 94422 each on the front face of the drive housing; fhese prevent the camshaft accidentally slipping out of its bearings, while the bearing covers are being loo sened and removed. _ Slacken off both bearing caps and remove them. Replace them with the supports 94423 with the related special nuts 94423a on the now accessible bearing saddle 6a. _ Remove both the holding straps 94422 and rollout the camshaft section onto the supports 94423. Lift the unit from there with the aid of a crane. When removal will be carried out using the procedure whereby the cams will be pulled off the camshaft section, this can be prepared with the tool set according to Fig. 'e' and carried out there and then. Where the fuel cams, e.g. to the right of the reversing servomotor will be pulled off the shaft then the holding clamp 94416 has to be mounted on the left of the drive housing. Fit support 94418 at the same time. Lay the lifting device 94417 on the supp~rt 94418 and position this at the same time with the two pins 94417a which have to be inserted up in the drive housing. _ Clamp the bearing ring 7 of the reversing servomotor 4 with clamping bolt 94419 (see detail Section I I-Ill.
®
_ Use a screwdriver on the feed shaft nut 11 and thereby raise the camshaft section enough to unload a support 94423 which can then be removed. For further procedure, particularly for pulling off and on of a fuel and actuating cam, seee information in Group 421.
10 1
5 7
8
~.
B.
11 .84
420/2b
RT
@
J ~=.
c§l51~
I
_.....
I
-1
I I
-t·
I
=~ ~
1
111-111
1
9~419 (RT
62)
Gezeichnet fur Nocken demontage rechts DRAWN FOR DISMOUNTING THE CAMS ON THE RIGHT HAND SIDE OF THE REVER SING SERVO MOTOR
9~~23 0-107. 217. 136
1985
420/2.c
RT
Fitting a Camshaft Section Fitting follows in the reverse order or removal. Please not the follolling points: - The numbering of the individual parts IIhich belong together must concur. - The contact surfaces of the supports onto IIhich the camshaft section to be fitted lIill be placed
must be clean. The same applies to the camshaft bearing journal s and bearings.
- Shortly before rolling the shaft into its bearings lubricate the bearing surfaces liberally lIith
clean oil.
When fitting the camshaft bearing shells particular care has to be taken to ensure that the pin in
the bearing cap engages properly in the hole on the back of the outer bearing sh~ll half.
Furthermore, the inner bearing shell must be so placed in the axial direction that both its pins,
IIhich are in the butting faces, can engage properly in the relevant holes in the outer bearing
shell IIhen fitting the bearing cap.
The best thing is to put the bearing together provisionally before fitting the shaft, so long as
the inner bearing shells can still be slid sidellays.
Attention!
- The clamping bolt 94419 must be removed from the reversing servomotor and the three oil connec
tions 5 pulled up and led into the bearing ring 7 before the couplings 3 are pressed into the
shaft connections.
- When sliding on and positioning the couplings, check that the locating marks on the shaft ends to be connected concur. With regard to pressing on the shaft coupling lIith hydraulic fitting tools, see Sheet 421/2 and 421/3. Tightening the Studs of the Camshaft Bearings
Once the camshaft is in its bearings and their bearing caps are fitted, tighten down both the nuts
evenly lIith a spanner by hand until meta1-to-metal contact is obtained.
NOli tighten the nuts equally in little steps alternately, using the ring spanner and hammer.
Where a final check shows that the vertical bearing clearance of the camshaft bearings (see Table of
Clearances 012/10) is in order, the nuts can be secured with the locking plates.
I
0
"
0 I
SULZER
Steuer~elle/Camshaft
Demontage u. Montage der hydro Pressverbande Dismantling and Assembling of Hydraulically Fitted Components
RT
Gruppe: Blatt:
421 l:)
Steuerwel1enkupplung, Hubgebernocken und Brennstoff nocken werden mittels Hydraul ikwerkzeug montiert, ausgerichtet (eingestellt) und demontiert.
Coupling for camshaft, actuator cam and fuel cam are fixed with the oil injection method. They are mounted, adjusted and taken off with separate hydraulic tool.
(Details siehe 421/1 + 3)
(For details see 421/1 + 3) DemontagejDlsmantling
Motor schalten und Rol len abheben. Hydr. Werkzeug auf Kupplung montieren. Kupplung lasen und diese axial wegschieben. Lagerdeckel entfernen und Umsteueralanschlusse ab senken.
Turn engine and lift Hydraulic tool to be Coupl ings to be s1 id Bearing covers to be regulating oil to be
rollers. fixed to couplings. in axial direction. taken off and connections for lowered.
Hydr. Werkzeug HYDR. TOOL Steuerwelle aus dem Gehause rollen. Hydr. Werkzeug auf Hubgebernocken montieren.
Camshaft section to be rolled out of housing Hydraulic tool to be fixed to actuator cam.
Hydr. Werkzeug HYDR. TOOL Hubgebernocken entfernen und hydro Werkzeug auf ~rennstoffnocken montieren
Actuator cam to be taken off. Hydraulic tool to be fixed to fuel cam.
-Hydr. Werkzeug HYDR. TOOL BrennstotfnocKen entfernen.
Montage: Gleich wie Demontage, in umgekehrter Reihenfolge L.B.
Fue1 cam to be taken off.
Assembling: Same as dismantling but in reverse order
1984
SULZER
CAMSHAFT Removing the Fuel and Actuator Cams
RT
Group: Sheet:
421 1
'-'" Tools: 1 1 1 1 1 1 1 1 1 1 1 2 '-.../
Key to Drawings
Jacking tool Connecting piece Connection Connection Centering disc Hose pipe (1500 bar) Suspension strap Oi 1 pump Oi 1 pump SKF Oil pump High pressure ho se High pressure hoses
See Group 940/0a
94424 94425 94426 94427 94428 94429 94431 94931 94931a 94942 94935
1 Fuel cam 1a Actuator cam 2 Piston carrier section 3 Ring piece (2-part) 4 Bolts 5 Pi ston (total 6 off) 6 Camshaft 7 Sl eeve
8 Liner
8a Bush
9 Flange coupling
10 Guide plate
E Vents Connection from oil pump 94942 G) Connection from oil pump 94931 @ Connection from oil pump 94931 a
R Eye bolts
Q)
94935a
for tool detail s
Note: Three high pressure oil pumps of various designs are required when carrying out the work in Group 421, Sheets l-li described below. Fill up both pumps (Tool No. 94942 and 94931) before use with an oil of viscosity grade SAE 40. The non-return valve 94939a inserted between oil pump and jacking tool 94424 serves a special purpo se. When pumping, the non-return valve must always be closed. In this valve position oil can reach the jacks but cannot escape back. The lowering of existing pressure in the jacking tool can be very finely regulated by careful opening of the non-return valve. Removing the Cams Work Procedure: ~
Place the camshaft section in a clearly accessible and clean area.
- Slide tool 94424 over the shaft against the cam. - Screw in and tighten connecting pieces 94426 and 94425 to connection 'HI in the threaded hole M16 x 1.5 (with oil connection drilling 0 6 at the bottoml. - Screw in all the bolts 4 for mounting the tool, on the sleeve 7 and on the actuator cam itself, by hand but do not tighten them. - Connect up the oil pump 94931 with high pressure hoses and appertaining fittings to connections IWI and oil pump 94942 to connection 'H' as shown on the illustration. - Open both vent scre~s 'EI on tool 94424 and operate the high pressure pump until the oil escapes bubble-free. Shut the two vent screws. - Extend the piston and evenly tighten all bolts 4. - Oil may only be applied to connection 'HI after the oil pressure in the tool (connection 'WI) has been set at 30 to 50 bar. Pressure may only be built up at connection 'H' when the tool has been correctly fitted and is under pressure. Accident risk! - When oil appears around the full circumference of the jack seat, oil from the seam, the pressure in the tool can be slowly reduced, whereby the cam is loosened. - ATtach suspension strap to fuel injection- or actuating cam respectively as shown in illustration on sheet 421/1i. Lift cams with the aid of a hoist from the sleeve 7 or the camshaft 6 respective ly together with the bushes 8.
L. B.
1. 89
421/10
RT
Brennstoff- Nocken
Hubgeb er - Nocken
CAM TO FUEL PUMP
CAM TO ACTUA TOR PUMP '-"
I
H
5 6 7
3 -107. 197. 653
L.B.
1.88
SULZER
CAMSHAFT Pressing on the Fuel Pump Cam
RT ~
Tools:
Key to Drawi ngs
See Sheet
See Sheet 1
Group:
421
Sheet:
IB
E
Connecti on according to Sheet la
94424
1
,/ 4 - 107. 197. 367
Connection according to Sheet 1a
- Clean all seating surfaces before fitting. Slide the cam with liner onto the sleeve of the reversing servomotor. Ensure that the cam and liner are flush with each other. Slide the jacking tool along to the cam, screw connecting piece 94426 into connection 'H' (note drilling 0 6), then tighten all mounting bolts 4 evenly by hand. Connect pump 94931 to connections 'w' and pump 94942 to connection 'HI. -- - Open both vent screws' E' on tool 94424 and operate the hi gh pressure pump until the oil escapes bubble-free. Shut the two vent screws. Apply pressure to the taper with connection 'H' until oil escapes on both sides between reversing servomotor sleeve 7 and liner 8 around the full circumference. - By slowly increasing the oil pressure in the tool the cam will move slowly axially. The pressure at connection 'H' will rise continuously to about 550 bar. Oil must flow from both sides of the cam during the whole tightening procedure. - When the end position is reached, i.e. the cam and liner are at the limit stop, first release the oil pressure in connection 'HI and then, after about 30 seconds, the pressure in the tool. - Dismantle tool.
L.B.
1.89
SULZER
RT
Group:
CAMSHAFT Pressing on the Actuator Cam
Tools:
421 Ie
Sheet:
Key to Drawings
See Sheet 1
See Sheet Connection according to Sheet 1a
4 - 107. 197. 368
L @)
Connecting according to Sheet 1a
- Clean all seating surfaces before fitting. - Slide the cam and liner onto camshaft and position (note recess). Bolt on jacking tool whereby all the bolts 4 must be tightened evenly by hand. Connect pump 94931 to connections 'w' and pump 94942 to connection 'H'. - Open both vent screws 'E' on tool 94424 and operate the high pressure pump bubble-free. Shut the two vent'screws.
until the oil escapes
- Apply pressure to the taper with connection 'HI until oil escapes on both sides around the full circumference. - By slowly increasing the oil pressure in the tool the cam will move slowly axially. The pressure at connection 'HI will rise continuously to about 800 bar. Oil must flow from both sides of the cam during the whole tightening procedure. When the end position is reached, i.e. cam is flush with the liner, first release the oil pressure in connection 'HI and then, after about 30 seconds, the pressure in the tool. - Dismantle tool. - Attach suspension strap to fuel injection- or actuating cam respectively as shown in illustration on sheet 421/1i. Lift cams with the aid of a hoist from the sleeve 7 or the camshaft 6 respectively together with the bushes 8. Remark: When replacing an actuator cam la, its bush 8a must be replaced at the same time. Both parts form one unit and must not be interchanged. For spares orders bush and cam are always supplied together. L.B.
1.89
SULZER
CAMSHAFT Adjusting the Fuel and Actuator Cams
RT
Group:
421
Sheet:
1D
Key to Drawings
Tools: Gauge for setting cams High pressure oil pump Connecting piece Hose pipe (1500 bar)
94432 94942
94427
94429
See Sheet 1
.
M22xl,5
•
..
~--+-M22 X
7.5
10 0
I I
I I I
I
rr:
9"32
.. la
, - 107. 197. 378
1
Important Notes: - Before shifting cams, rollers with roller guides of a respective fuel injection pump group must be lifted above their cams. To adjust (move) the cams, the pump 94942 must be connected to connection 'HI. - Approximate pressure necessary to move cams: Fuel cams 600 bar Actuator cams 800 bar - Attention! Before applying pressure 10 the fuel cams ensure that the guide plates 10 (2 off) are bolted onto the side of the sleeve. These prevent the fuel cam from sliding sideways when adjust. ing it and it is therfore essential that they be in place.
L.B.
2.84
SULZER
RT
CAMSHAFT Removing and Fitting the Flange CouDling
Too 1s:
Group:
Sheet:
421 IE
Key to Drawings
See Sheet
2 3 4 5 6 9
E Vents Connecti on from pump 94942 G) Connection from pump 94931 R Eye bo It
Piston carrier plate Ring piece (2-piece) Bolts Pi ston (total 6 off) Camshaft Coupling flange
Q)
Removing the Flange Coupling Connection according to Sheet 1a
E
R
E
4 - 707. 797. 379
Connection according to Sheet 1a - Place the centering disc 94428 on the camshaft end.
- Bolt the jacking tool onto the coupling flange with bolts 4, only slightly tightening them by hand.
- Connect pump 94942 to connection 'H'.
- Open both vent screws IE' on tool 94424 and operate the high pressure pump until the oil escapes
bubble-free. Shut the two vent screws. - Extend the piston and evenly tighten all bolts. Oil pressure may onl y be applied to connection 'HI after the oil pressure in the tool (connection 'W') has been set to about 100 bar. Pressure may only be built up at connection 'H' when the tool has been correctly fitted and is under pressure. Accident risk! Once oil appears around the full circumference of the seam, the pressure in the tool can be slowly reduced, whereby the flange coupling is loosened. - Dismantle tool. Remove centering disc. L. B.
2.84
RT
421/1f Fitting the Flange Coupling
Connection according to Sheet la
3
2
---~ .~~
R
E\ \
\
94425
"'-MI6xl,5
4 - 107. 197. 380
Connection according to Sheet 1a
- Clean all seating surfaces before fitting.
- Position the flange with liner on the camshaft. Note marks on liner, flange and camshaft.
- Bolt on the jacking tool, whereby all bolts must be tightened evenly by hand. Connect pump 94931
to connecti ons I WI and pump,94942 to connecti on I HI. - Open both vent screws 'E' on tool 94424 and operate the high pressure pump until the oil escapes bubble-free. Shut the two vent screws. - Applly pressure to the taper with connection 'HI until oil escapes on both sides around the full ci rcumference. - By slowly increasing the oil pressure in the tool, the flange will move slowly axially. The pres sure at connection 'HI will ri se continuously to about 1000 bar. Oil must flow from both sides of the flange during the whole tightening procedure. When the end position is reached, i.e. flange flush with liner, first release the oil pressure in connection 'HI and then, after about 30 seconds, the pressure in the tool. - Dismantle tool.
L. B.
2.84
SULZER
CAMSHAFr
RT
Group:
Removing and Fitting the Camshaft Coupling
Sheet:
421 1G
Removing the Camshaft Coupling
9~931a
/ E
R
E
5
Connection according to Sheet 1a
- Bolt on the tool 1i ghtl y with bolts 4. Connect pump 94931 to connections' W' and pump 94931 a to con nection'S'. - Open both vent screws IE' on tool 94424 and operate the high pressure pump until the oil escapes bubble-free. Shut the two vent screws. - Extend piston and evenly tighten all bolts. - Set the pressure in the tool to 300 bar and then apply pressure at connection'S'. Pressure may onl y be bui lt up at connecti on IS' when the tool has been correctly fitted and is under pressure. Accident risk! When oil appears around the full circumference of the seam, the pressure in the tool can be slowly reduced, whereby the outer sleeve will slide slowly off the liner. - Dismantle tool.
L. B.
2.84
RT
421/1h Fitting the Camshaft Coupling
949310 i
/ I
'" -107. 197. 383
Connection according to Sheet la
- Clean all seating surfaces before fitting. - After mounting the shafts the axial gap between them may not exceed 1 mm. The two shaft ends must be exactly aligned. Check: Roller of fuel cams must be aligned. - Push coupling over the camshaft and place in correct position, dimension A. - The marks on the shaft ends must correspond. Position the coupling as illustrated. Bolt on the jacking tool, whereby all bolts must be tightened ~ by hand. Connect pump 94931 to connections 'II" and pump 94931a to connection'S'. - Open both v~nt screws 'E' on tool 94424 and operate the high pressure pump until the oil escapes
bubble-frQe. Shut the two vent screws.
Apply pressure to the taper with connection'S' until oil escapes on both sides around the full cir cumference. By slowly increasing the oil pressure in the jacking tool, the outer sleeve will slowly slide onto the inner sleeve. Oil must flow from both sides of the coupling during the whole tightening proce dure. - When the end position is reached, outer and inner sleeves are flush, first release the oil pressure in connection IS' and then, after about 30 seconds, the pressure in the tool. - Dismantle tool.
L. B.
2.87
421/1;
RT Aufhangelasche fur Brennstoff-und Hubgebernocken -Transport
LIFTING LUG FOR FUEL AND EXHAUST CAM TRANSPORT
94431
Brennstoff - Nocken
FUEL CAM
geze;chnet fur RT 58
DRAWN FOR RT 58
4-107. 240.075
L. B.
1986
SULZER
RT
CAMSHAFT
Group:
421
Removing and Fitting of SKF Shaft Coupling
Sheet:
3
Key to III ustrati ons
Tools: Hydr. hand pump Hand oi 1 pump SKF Pressure gauge High pressure hose
94931 94931 a 94932 94935
o
1 2 3 4 5 6 7
Cam sha ft Inner sleeve Outer sleeve Pressure oil pipe Valve screw Refl ux val ve Name plate
8 Nut 9 Seal ring 10 Threaded pin
P R "HPC" "LPC"
Fi tti ng cl earance Ring space HIGH PRESSURE CONNECTION LOW PRESSURE CONNECTION
Achtung ! ATTENTION! MAX. OIL PRESSURE 25MPa (250barJ
94932
L. B.
Anschluss CONNECTION
LPC-----J
Anschluss CONNECTION
HPC
----.J
,Entliiftungsbohrung VENT HOLE
1985
RT
421/3a
Removi nq an SKF Shaft Coupl i nq Working Sequence Connect pressure oil apparatur, consisting of hand pumps 94931 and 94931a and pressure oil pipe 4, to the coupling as shown on Fig. IA'. Bring oil pressure in the ring space at LPC with hand pump 94921 to about 200 bar (20 MPa) and keep this pressure constant. The pressure in this ring space may under nJW circumstance exceed 250 bar (25 MPa); the caption on the name plate 7 is meant to draw attention to t his! - With hand oil pump (SKF 94931a press oil at "HPC" into the fitting clearance 'pI till it issues along the whole circumference between the sleeves. On bigger cJup1ings thi~ ~ay take ~~veral minutes. - If the coupling is very cold and the oil from this pump only manageable with difficulty the heat the coupling up a little. Recommended temperature 20 - 30 0 C.
® 1
R
Open reflux valve 6 on the pump 94931 connected to ring space 'RI till the outer sleeve 3 slowly slides off the inner sleeve 2. Should the outer sleeve not get loose, press some more oil into the gap clearan ce 'pi between the sleeves with pump 94931a. Slight tapping on the inner sleeve can also assist the loo sening of the outer sleeve. - Clean the shafts on both ends of the coupling, shut connection bore "LPC" and the vent hole, whereby the shifting force is only transmitted by the oil enclosed in the ring space, thereby preventing a jamm ing of the seal ring 9. Now push the coupling fully onto one shaft end.
I
P
RT
421 3b
Fitting an SKF - Shaft Coupling Working Sequence Clean coupling seats and bores of the inner sleeve. Smear coupling seats slightly with thin oil. - Push shaft coupling onto camshaft. When joining the two shaft pieces the axial gap between them must be maximum 1 mmj the shaft ends there fore have to be very accurately aligned. - The marks on the shaft ends must correspond (Fig. '0'). Place shaft coupling according to Fig.
RT 58 RT68 RT76 RT81, RT 62
Rl/l,"
,R3/l,"
ill
'cr.
A
13{5 149
161,
177
140
Connect the pressure oil pipe 4 of oil hand pump 94931 to "LPC" for the ring space of the outer sleeve and open the vent hole nearby. Screw hand oil pump 94931a firmly into the connection bore G 3/4" of the outer sleeve and press oil (SAE 30) into the clearance gap 'pi until it flows out at the thicker end of the inner sleeve. With pump 94931 feed oil into the ring space until it flows from the vent hal e with out bubbling. Shut vent hole and by continual oil feeding drive the outer sleeve onto the inner sleeve, taking care that the pressure indicated on the pressure gauge never exceeds 250 bar (25'MPa). Continue pumping oil into the fitting clearance to maintain the oil film. The press fit is completed when the in ner sleeve protrudes by 10 mm. (Fig. '0').
®
Marken MARKS
Atteorl:i on! - Open the valve screw 5 of the oil pump 94931a to allow the oil from the fitting clearance 'pi to return to the oil container. Loosen the pressure oil pipe from "LPC" and remove with oil pump 94931. Shut the connection bore -LPC" with the corresponding threaded plug. The remaining oil is not drained from the ring space.
L.B.
? P7
RT
421/3c
After the first fitting, the nut 8 must be re-tightened; Loosen locking set screw and threaded pin 10 (Fig. lEI) to unlock the nut, tighten the nut 8, then lock the nut again by hard tightening threaded pin 10, lock threaded pin with set screw.
®
10
8
I. B.
9
1 n. R~
SULZER
CAMSHAFT
RT
Removing and Fitting the Gear 1 ,Theel to the Camshaft
Too 1s:
Group:
421
Sheet:
4
Key to Drawings
2 Holding straps 94420 2 Supports 94421 Var. spanners
1 Bearing housing 2 Camshaft 3 Coupling 4 Gear rim 4a Gearwheel hub 5 Adjusting screw 6 Inner bearing shell 6a Beari ng saddl e
7 Platform beam 8 Gearwheel for verti ca 1 dri ve
9 Distance ring S Bolt s * Threaded holes for taking the bolts lSI when tool is not being used
Valid only for engines with balancer Attention: The presence of a balancer (driven by the camshaft) must always be considered when fitting or removing the gearwheel on the camshaft. It is, therefore, absolutely es sential to follow the instructions in the supplement to Group 770/1 (there if otherwise the risk of an accident occurring).
o
gezeichnef fur RT58 DRAWN FOR RT 58
94421
•
1- 107. 197, 047
Removal Should it be necessary to remove the gearwheel on the camshaft, proceed as follows: - Bring the crankshaft of the first cylinder to T.D.C. (first cylinder at flywheel is cyl. No.1). Remove the casing hood above the gearwheel to be removed from bearing housing 1; the locating marks 1M' on the gear rim must line up with the outer edge lUI of the bearing housing (see Group 410/2). - For safety reasons take precautions to ensure that, while the work is being done, the turning gear remains en a ed but cannot be turned.
L.B.
2.84
421/4a Remove the 2-piece closing cover on the left and right side of tre bearing nousing as well as the hood (front). Release the shaft coupling 3 according to instructions on Sheet 42i/ 19 - Slide the now loosened coupling onto the neighbouring camshaft section. - The transmitter for the overspeed safety cut-out must also be removed from the drive side wall of the bearing housing. - Fit two holding straps 94420, one off per bearing saddle, sideways as shown on Fig. 'A'. These pre vent the gearwheel with its bearing journals from sliding out of its bearing by itself when the bearing caps are being slackened off and removed. - Slacken off and remove both the bearing caps and then bolt the supports 94421 onto the now acces si bl e bearing saddl e 6a. - Adjust the supports with the aid of the adjusting screws 5 so that they are solidly supported on the platform beams 7. - After removing both the holding straps 94420, the gearwheel, complete with camshaft 2, can be rolled out onto the supports 94421 and from there be lifted away by crane. - If the gear rim 4 with hub must be taken down for further dismantling of the camshaft, it is essen tial to check before any dismantling work is started if the gearwheel is marked together with its camshaft.
®
Markierung/DRIVING END
8 2
9
9
gezeichnet fur RT 58 DRAWN FOR RT58
3-107.197.339
L.B.
421 4b
RT
Fitting The gearwheel is fi tted to the camshaft in the reverse order or removal. Pl ease note the foll owi ng points when doing so: Note: During reassembly and later fitting of the gearwheel on the camshaft, ensure that gear rim 1 ap pears with its marking ~DRIVING END~ when looking at it from that end. The locating marks 'M' on the gear rim for the correct 'camshaft drive wheel position' are stamped on the same side (see Fig. 'B'l. - The identification numbers of the individual parts must correspond with each other. - All parts must be cl ean, undamaged, and lightl y oil ed before assembl y. - After the gearwheel on the camshaft has been rolled back into its bearings and both the holding straps have been fitted to stop it from rolling out by itself, a check has to be make if: 1) The locating marks 'M' on the gear rim correspond with the vertical outside edge lUI of the housing. 2) The gearwheel 8 for the vertical drive (bolted onto gearwheel hub 4a) is correctly engaged with the opposi ng gearwheel. Evenly tighten the bolts of the camshaft bearings using a ring spanner and hammer. When a final check shows that the vertical bearing clearance of the camshaft bearing (see Table of Clearances 012/10) is in order, the bolts can be secured with the locking pl ates. - When hydraulically tightening the shaft coupling 3, check that the marks on the shafts to be connected concur. With the oil pump running, check the oil supply to the bearings before finally fitting the hood.
Remarks for the Replacement of a split Design Gear Wheel on the Camshaft (Illustr. 'BI) - The removing and fitting is carried out as described above. - The replacement of a damaged split design gear wheel on the camshaft may only be done in exchange for a complete gear wheel i.e. the geared rim must be screw fastened to the hub and the bearing journal fitted. This is necessary as the final machining of the gear teeth has been carried out in this moun ted condition in the makers works and guarantees the required perfect true running of the complete gear wheel. For this reason a split design gear wheel may only be installed if the final machining of the teeth had been carried out with assembled hub/toothed gear rim. - After the final machining of the teeth the rim may not be separated
from the hub.
- Should the damage be limited to the toothing (gear rim), then the hub may be re-usedj provided a new
rim on which the teeth are not finishmachined is fitted to the hub, screw-fastened and dowelled to
which its teeth can be finished.
- The gear wheels for the auxiliary drives can be transferred to the replaced gear wheel. - After fitting a spare gear wheel it is strictly recommended to place an order for another spare.
L. B.
10.86
SULZER
RT
Removing anj Fitting the Pilot
Tools:
Valv~s
Group:
430
Sheet:
1
Key to Drawings
1 Extraction device 1 Feeler gauge
94451 94122 2 3 4 5 6 7 8 9
Upper shaft of the 10 Large holding pin lOa Small holding pin vertical drive Pilot valve sleeve 11 Cover Pilot valve 11a Screws Housing 12,12a Beari ng flange Starting timing cam ~ ~~}Beari ng bush Closing cover 14 Taper pin Pin for roller Ro 11 er 15 Dowel pin Tension spring 16 Taper pin
17
18 19 20 21 22 23 24 25 S SL
Support Bo It Locating pin I~ ut Threaded studs Extension pieces Jacking screws Oval fl ange Nut Clearance Bearing clearance
We recommend that during each 4-year survey a random check be made by removing two pilot valves 3 with sleeves 2 from housing 4 of the starting air control air distributor and to clean and examine them. (For reasons of safety, close the shut-off valve of the starting air receiver when carrying out this wo rk 1. The condition of the pilot valves removed will determine whether the remainder may be left in position or whether they all have to be removed. Should the pilot valves be very dirty, this means that the air supplied is not being cleaned sufficiently (poor condition air filters, etc. on the compressor). When pushed forward in their sleeves 2, the pilot valves 3 should move easily and be pulled back again by their spring 9. Roller 8 should turn easily on pin 7. Spring 9 must pull pilot valve 3 back until the latter rests against the large holding pin 10.
8 5
1~
19----, 110
11 3-------J
100
---J
2-------J '-107. 071. 730
2.84
430/1a
RT
Application fa extracting device 94451 for removal of pilot valve sleeves
c
®
23 20 25
24 22
a
b
.~.
1-107 073. 797
* When fitting the sleeve, place nut 20 under flange 24 if the sleeve cannot be pushed in by hand.
L.B.
2.84
430/1b
RT
Removal - Loosen screws 11 a and remove cover 11. - Bolt on device 94451 according to Fig. 'a' of I 11 us. 'B' and, by tightening nut 20, pull out sleeve 2 with the complete pilot valve 3 until it makes contact with the oval flange 24. It may then be possible to remove sleeve 2 by hand, using jacking screw 23. If not, screw the two extension pieces 22 onto the threaded studs 21, refit flange 24 and pull the sleeve out completely by turning nut 20 (Illus. 'B', Fig. 'c'). - For further dismantling, push the large holding pin 10 out sideways, thus allowing the pilot valve
with spring 9, roller 8 and pin 7 to be removed.
- The parts removed must be thoroughly cleaned. If possible, do not use emery cloth or else take care not to round off the edges of the sleeve and of the pilot valve. - Damaged components are to be replaced by new ones. - If spring 9 has to be replaced, the small holding pin lOa must be removed sideways by tapping it with a drift. Fitting If spring 9 was removed, refit it into the pilot valve 3 and also fit the small holding pin lOa. - Slide pilot valve 3, together with roller 8, pin 7 and spring 9 into sleeve 2 from the front. - Pull back spring 9 with a small wire hook and hook onto the large holding pin 10. - Carefully slide sleeve 2, with pilot valve 3 installed, into the bore of the housing (note numbering of the parts).
During fitting, make sure that locating pin 19 is at the top and comes to lie in the groove situated
at the front of the housing bore. - The sleeve can usually be inserted by hand if bore and sleeve 2 have been well cleaned. - If this cannot be done easily, use device 94451 according to Fig. 'a' of Illus. 'B'. Nut 20 must, however, be placed under the oval flange 24. By turning to the corresponding side, the sleeve is pushed into the bore until it seats. Attention! Never file or machine at the circumference of the sleeve for easier fitting as this might cause air leakage from one groove to another which, in turn, might impair the starting process. - With the pilot valves fitted, there should be a clearance of approx. 1 mm between the top of the starting pilot valve cam and each individual roller with n a air acting on the piston valve. This can be checked by dismantling closing cover 6 and bearing flange 12. - The total bearing clearance 'SL' should not exceed 0.3 mm.
L.B.
2.84
SULZER
Group:
432
Sheet:
1
STARTING AIR SHUT-OFF VALVE
RT
Cleaning and Function Check Too 1s:
Key to Drawings
Var. spanners
1 2 2a 3 4 5 6 7
Control valve Control piston Contra 1 valve body 10 1 ring Cover Guide bush Shut-off valve body Shut-off val ve housing 8 Shut-off valve seat
9 Non-return valve seat 10 Non-return valve body 11 Compression spring
12 10 1 ring 13 Allen screw 14 Non-return valve guide housing 15 Threaded bush 16 Piston sealing ri ng s 17
Compression spring
18 80 It
19 Rod sealing ri ng
20 21 22 23 24 25 26
Scraper ring
Spildle
Flange
80 It
80 It
Locking latch Handwheel
A Inner space 8 Annular space
AV 14
13 12 11 10
9
. ----.,
>.,.,c===l-I-I---t~.-
A B
C Stop D Equalizing hole E Drain valve K Check &water draining va1ve L Starting air distribution pipe AV Air to the starting air valves M. Ml Pressure gauge S Clearance (approx. 2 mm)
I
i
D • 6 ~;;+;;;;;~':#=~~=+S ,VAF',,~
-~--------
15
r
15
1~~~"J=-16
17
4 3
C
18
r
25
von Hand geschlossen
CLOSED BY HAND \.~--===---I-"*=f--Automat \... \-~===4 26 AUTOMATIC von Hand geoffnet /'*=--~--iI=:±:..::r--.. --=7
__
r
p
,
I I
I
2~.
OPENED BY HAND
,, ,
0-107.197.033
,
gezeichnet fur RT58 DRAWN FOR RT58
432/1a
RT
The starting air shut-off valve r,as to be dismantled periodically for cleaning and inspection. When
necessary,regrind the valve seats of the non-return and shut-off valve. The threaded bush must first
be unscrewed if the shut-off valve body 6 is to be released from the spindle 21 to do this. Prior to
reassembly of the spindle, thoroughly degrease the thread in the shut-off valve body as well as that
in the threaded bush and smear them with LOCTITE HV 77. Insert the spindle and fully tighten down the
threaded bush.
Corroded springs have to be replaced.
During assembly, other parts have to be liberally coated with molybdinium sulphide. A function check has to be made after assembly and following safety precautions have to be taken: - The engine must be completely assembled, ready to start and the turning gear must be in (gear teeth
di sengaged.)
- No persons or obstacles whatsoever may be near the flywheel, the drive shaft or especially the pro
peller.
During the function check, the reversing lever in the control desk must remain in the 'STOP' position and the starting button must not be pushed. Initial Position Stop valves on starting air receivers are closed. Shut-off valve for starting air is in the position'closed by hand'. Checks a) Tightness Open stop valve of a starting air receiver and check whether the shut-off valve is tight, i.e. no pressure is shown on the pressure gauge 'M' or no air escapes from there with the discharge valve 'EI open. b) Openi ng by ,Hand Open shut-off valve by means of the hand wheel until the red mark on the spindle is at the position 'opened by hand'. Note wheter the spindle moves easily. When the valve opens, the pressure gauge 'M' shows approximately the same pressure as pressure gauge IM1'. c) Automatic Closing
-----------------
Turn the hand wheel (in closing direction) until the locking latch latches in position "Automatic". In this position, the shut-off valve should be closed automatically by the force of the spring. The pressure on pressure gauge 'M' must drop to zero when the discharge valve 'E' is opened. After closing same, no pressure may build up again. In this position, the valv.e closes positively only if there is a clearance'S' between spindle and val ve body (when new, approx. 2mm). By turning the spindle carefully (in opening direction), the contact with the valve body can be felt. The clearance'S' can thus be determined externally as the clearance of 2 mm corresponds to approximately 3/4 of a turn of the spindle. Should virtually no clearance exist after frequent re-cutting of valve seat and valve body, these parts will have to be replaced during the next overhaul. d) Automatic Opening Opening check valve 'K' has the same effect as opening pilot valve 1. The shut-off valve should open automatically at the same time, i.e. pressure gauge 'M' must show approximately the same pres sure as pressure gauge 'Ml'. Should this be the case, close check valve IKI and open discharge valve 'EI. The starting air distribution pipe 'LI must vent, i.e. the pressure on pressure gauge 1M' must fall to zero. After completion of the checks described, the shut-off valve is to be closed with the hand wheel (position 'closed by hand')
L.B.
2.84
~ ~
SULZER
RUNNING DIRECTION SAFEGUARD
RT
Group:
453
Sheet:
1
Inspection and Function Check
~ey
Tool s:
Various spanners
13
15 16
12
11 10
9 60 17
8
3
2
1 2 3 4 5 6,6a 7 8 9 lD 11 12 13 14 15 16 17 18 19 F Y
to Drawing
Special bolt Dr i vi ng disc Driving wheel Coupling element Housing Bolt bearing Sl eeve Rotary val ve Bo 1t Spring plate Cover Compression spring Spring plate Pointer Split pin Castellated nut Gasket Stop pin Bo lt Sliding faces Air gap
1
II
HI-HI
I
1- 107.195.548
L.B.
2.84
453/1a Oi smantl i nq procedure The running direction safeguard does not need any maintenance in service. HOllever, lie recommend that
it be dismantled during a major overhaul (every 4 years). The co~ponents should be cleaned and checked
for lIear, in particular the sliding faces 'F'.
Roughened sliding faces can possibly be reconditioned by careful polishing. By loosening the oil pipe
connections and the four bolts 19, the complete running direction safeguard can be removed.
For the inspection of the rotating parts proceed as follolls:
Remove the pointer after first knocking out the heavy type dowel pin. - Unscrew the bo 1ts 9 whi ch hol d dOlln the cover 11 and remove thi s along wi th gasket 17. - Pullout the split pin 15 which locates and secures the castellated nut 16 and unscrew the nut. - Remove spring plate 13 and 10 along lIith compression spring 12. - The special bolt 1 can now be knocked out with a couple of light taps on the head end and removed. - Driving disc 2 and coupling element 4 as well as the driving gearwheel 3 between, can nOli be pushed
down from the rotary valve 8.
This dismantled situation makes a complete inspection of the ball bearings 6 and 6a as well as the
coupling element possible.
Hints for Reassembly The parts prepared for reassembly should be oiled slightly, in particular the faces marked 'F'. With
sliding faces overhauled and any sharp edges removed, proceed for reassembly as for dismantling, but
in reverse order. The air gap 'VI must not be 1ess than 2 mm. If it is less, the driving di sc 2 and
the coupling element 4 must be machined to restore the original air gap of 4 mm.
- The two spring plates 13 and 10 are not interchangeable. Fit first the one named 'inner spring plate' 10. The compression spring 12 follows and finally the outer spring plate 13 which is compressed to
the dimension 'X' about 63 mm by tightening the castellated nut 16. Lock with split pin 15.
- Before fitting the cover 11 with gasket 17 on the housing 5, turn the rotary valve 8 with a spanner
(on the castellated nut) several times to and fro. This should be possible without much effort. The
0 rotary valve should allow turning by about 50 from one stop to the other, this can also be checked
on the cover 11 where the mark on the pointer must coincide with the marks on the cover in 'Forward'
and 'Reverse' during the function check.
Function Check After completing the assembly of the running direction safeguard its function should be checked as
fo 11 ows:
The engine (ready to start) has to be turned through one revolution 'Ahead' and 'Astern' with the
turning gear. When doing so, move the reversing lever on the control desk from 'Ahead' to 'Astern'
and back and observe if the shut-down servomotor reacts immediately and if the fuel regulating linka
ge is pulled in the '0' direction when the turning direction of the engine does RQi coincide with the
position of the reversing lever (watch the position of the setting plate positions on the fuel injec
ti on pumps).
If the cut-out servomotor does not immediately move to position '10' although the engine sense of ro tation corresponds to the position of reversing lever, the reasons for this may be that the control air pressure is too low to act against the spring force in the shut-down servomotor.
T •
R.
?,R.1
~
SULZER
SHUT-DOWN SERVOMOTOR
RT
Group:
455
Sheet:
1
Dismantling and Reassembly
Taa1s:
Key to Drawings
Various spanners
1 2 3 4 5 6 7 8 9
Cover Compression spring Cylinder Piston rod Piston Heavy type dowel pin 'Of ring Grooved ring Scraper ring
10 Pin 17 11 Cover 18 12 la' ring 19 20 13 Bolt 14, R'"'d r"bb'~f,r pi,t,o 21 ring sealing 22 l4b, Sliding ring l30x125x3.8 23 24 15 Stud bolt 16 Nut
Flange Tensioning bolt Bolt with lock nut Heavy type dowel pin 3/2-way valve Bo It Bolt Valve plate
II I
19 21
, 11__ 3
15
22
III
2
1
2' 16
1/ 2 Umg. frei
+111 Spannschraubensicherung V
HALF A TURN LOOSE
T
0
~
TENSION BOLT LOCKING r
455/1a
RT
Normally the shut-down servomotor does not need any maintenance. Should, however, considerable leakage
from the pressure chamber be detected, the grooved ring and/or the piston sealing rings must be re
placed. The servomotor piston 5 must be removed to do so.
An inspection of all the internal parts should be carried out during the 4-year survey in any case.
Di smantl i nq Procedure
Shut off control air and vent the piping system.
Release pipe connections to the valve plate 24 and, after removing the four bolts 22, remove the
complete shut-down servomotor from its mounting.
Remove piston 5 and cover 1 with spring 2 together as one unit after unscrewing the four nuts 16.
The spring tensioning bolt 18 remains secured by the tensioning bolt locking arrangement during re
moval of the piston.
Should the spring 2, loaded between piston 5 and cover 1, also have to be released from the latter,
it has to be unloaded with the aid of the tensioning bolt 18 after unscrewing the two bolts 23 and
removing the tensioning bolt locking arrangement.
Note: The bolt 19, predrilled and secured with heavy type dowel pin 20, should not be removed during dismantling. It serves only as a stop and limits the maximum engine power as determined during engine acceptance trials. - Inspect the individual parts after thoroughly cleaning them. - Damaged parts have to be replaced by new ones. Pay particular attention to the parts 7,8,9 and 14 which are subject to wear. Before finally reassembling the shut-down servomotor, lightly oil all its parts. Check without spring that piston with piston rod move freely in the cylinder. Reassembl y - Assembly follows in the same way as dismantling but in reverse order. - The piston is fitted with cover and spring outside the cylinder, the latter pre-tensioned and then pushed into the cylinder. Note: When tensioning the spring, screw in the tensioning bolt 18 up to the end of the thread and then turning it back through about half a turn. Now the tensioning bolt locking arrangement (hexago nal tubel can be fitted. - After connecting up the valve plate and control air pipes, check the function of the shut-down servo motor by filling and venting the control air system several times. - In the,vented condition the shut-down servomotor should bring the fuel pump regulating linkage to Pos. '0'.
T
D
SULZER
Woodward Governor PGA 200
RT
Group:
Installing, Removing and Maintenance Sheet:
Tools:
Key to Illustrations
1 Screwdriver Var. spanners
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
510
1
Governor cover Pneumatic speed control Accumulator Connection / oil to cooler Oil drain plug Adjusting screw for needle valve Connection '2' / oil from booster Knob for manual speed setting Charge air connection Dip stick for checking oil level Governor output shaft Oil filter Cap for overspeed test device Oil filling connection Connection '1' / oil from booster Connection / oil from cooler Connection / oil to booster Oil drain plug Governor drive shaft
07813076-5
Installing and removing the governor on the engine When lifting off the governor or placing it on the engine, care has to be taken to ensure that the splines on the lower end of the governor '-.-/ drive shaft to not get damaged. Furthermore, it must be possible to insert the shaft without jam ming when fitting the governor onto the drive. Pipes and linkages must be connected up with out stressing them. When the governor, oil cooler and booster are separated from each other, care has to be ta ken to prevent any dirt from entering the oil pipes and their connections.
For checking The governor positions '0' and '8' must be checked immediately after connecting the fuel pump linkage to the governor; They must absolutely correspond to the positions on the control plate on the fuel injection pump. the V.LT. indicator must then stand in position '0'.
L.B.
7.86
510/1a
RT
Maintenance Information about maintenance work, mainte nance intervals and repairs can be gained from the WOODWARD bulletin which is supplied separately with the governor. Repairs on the governor should be carried out by WOODWARD experts only (or by specially trained personnel). It is, therefore, advisable to keep on board a complete spare governor, carefully adjusted to suit the engine, which al lows immediate replacement if necessary. The defective governor should be returned to a WOODWARD service agency for repair. It is imperative that a copy of the governor adjust ment records of the engine be handed to the agency as the governor will have to be re-ad justed according to these records.
18
19
0781 3076-7
Oil change Under favorable service conditions, the oil can remain in the governor for 6 months (approx. 3000 hours) or even more. Should, however, the oil become blackish or show signs of aging, it must be changed immediately. The used oil of the governor must be drained when hot by unscrewing the oil drain plugs 5 and 18 with the engine s top p e d. The oil in the oil cooler as well as in the booster must also be drained. Where an oil filter is fitted (governor with charging protection), remove the screw up on the housing 12 and withdraw the filter element. This should be sloshed about in paraffin or clean fuel and then gently blown out with compressed air. Replace the filter straight away since it is essential that it be in place when carrying out --- the following flushing procedure.
"'----'
iA
1986
510/1b
RT
Thereafter, make ready the same amount of clean flushing oil, of ~hich approx. 6 1/4 litres are poured in at oil filling connection 14. Now run the engine for 5-10 minutes at low revolutions.Since the oil can onl~ reach the cooler and booster when the governor is ~orking, the oil level will sink shortly after the engine has been star ted. The remaining oil must therefore be added in stages. At the same time, observe the level on the dip stick to see if the oil level is up to the mark 'Full '. Top up with more oil as necessary. During the short running time, the speed of the engine is to be changed frequently so that the gover nor is worked. Afterwards drain off the flushing oil in the same way as the old oil from the governor, oil cooler and booster. After flushing has been completed, fill the system with new, filtered oil (for oil specification, see WOODWARD bulletin 25007). Filling with new oil and putting the governor back into service is done the same way as described at the start of this section. Venting Oil System and Adjusting Needle Valve When starting up the governor for the first time and after every oil change, the oil system of the governor must be vented as follows: Start up the engine and run at low speed, at the same time unscrewing the adjusting screw of needle valve6 anti-clockwise by a few turns. This should cause the engine to hunt and thus force the go vernor to work. - Should opening the needle valve not cause the engine to hunt, this must be done by displacing the speed adjusting lever on the control desk. Slowly close the needle valve little by little until the point is reached where the engine ceases to hunt. The correct needle valve~position depends on engine characteristics. In principle, the needle valve should be open as far as possible to avoid sludge built-up. It should, however, not be opened by more than approx. 1/16 to 2 turns to ensure steady operation of the governor. Under no curcumstan ces may the needle valve be screwed completely tight; the governor could never work satisfactorily in this condition. Governor Maintenance Where a spare governor is kept for the installation, a check should be made at least annually to see that it is stored upright and that it is filled with rust protective oil to the mark on the dip stick.
(,
0
,
~
01
SULZER
DFVICE Maintenance, Function Check S~FETY CUT-OL~
RT
Group:
530
Sheet:
1
Key to Drawings Var. spanners
1 2 3a 3b 3c 3d 4 5 6 7 8 9
7
Cut-out yoke guide '0 1 rings Round rubber ring }fOr piston Sliding ring sealing Round rubber ring }fOr rod Sliding ring sealing Compression spring Castellated nut with split pin Cover Cover plate Screwed rod with nut Cylinder (upper)
10
Piston
11 12 13 14 15 16 17 18 19 K L St
3/2-way sol enoid val ve Valve plate Intermediate piece Cylinder (lower) Pull rod Fuel pump body Guide bush Cut-out yoke Piston underside Air supply chamber Control air pipe
~ush
8
10 K
11 12 13 St
14 L
:/'5 16
17
18
~s a rule the safety cut-out device requires no maintenance. Should, however, excessive air leakage from either the air supply chamber 'L' or from space 'K' (piston underside) be detected, the defective '0' rings, pi stan or rod sealing rings must be replaced by new ones. As opposed to the other parts of the air cylinder, the pull rod 16 can only be re moved from below. The fuel injection pump block must first be lifted. Before starting any maintenance work which may be necessary, fully release the control air pressure, vent the system and disconnect the control air pipe 'St' from the valve plate. When the air cylinder is being dismantled, all the parts of this unit have to be cleaned and their condition checked. If the compression spring is corroded it must be replaced.
Lightly oil the cleaned parts prior to assem bly. A function check has to be carried out after assembly and after putting the control air system under pressure. Operate the electri cal emergency stop button 5.25 (see the Sche matic Layout of the Engine Control System, Groups 400-20 and 530 of the Service Instruc tions Manual). As a result, the cut-out yoke will be pulled up to its stop on the under side of the fuel pump body, Warning! Never press the emergency stop but ton as long as work is being done with either the hands or tools on the underside of the fuel pump body.
1-107.195545
L. ~.
2.84
SULZER
RT
FUEL INJECTION PUMPS Setting and Checking the Control with V.I.T. (Variable Injection Timing)
551
Sheet:
1
Key to Illustrations
Too 1s:
94534 1 Tensioning tube 94552 1 Device for measuring 2 Devices for measuring 94554 94555 3 Special spanners 94557 2 Special spanners 94559 1 Torque wrench w.h~x.pl ug spanner and extension 94561 1 ~ithdrawing device 94564 1 Wi thdrawing devi ce 94571 1 Special spanner 94581 1 Ci rcul ar di sc 1 Grease gun
Important! Before starting preliminary measures to carry out chec king and setting work on the fuel injection pumps, the en gine must be changed over to Diesel fuel before shutting it down!
A) 0 ire c t ion san d
Group:
VIT indicator Clamp screw Pointer to setting shield Graduation to item 30 Load indicator Speed governor Regul ating linkage to suc tion valve Regulating linkage to spill va 1 ve Setting cam of curve seg men t Spacer Screws Spacer Nut Puller rod Disc Safety gri p Setting screw Fuel 1ever Shut-down servomotor Fuel inlet To the injection valves Fue 1 return Spill valve to pump 1 Spill valve to pump 2 Pressure valve to pump 1 Pressure valve to pump 2 Suction valve to pump 1 Suction valve to pump 2 K Hand 1ever
28a 1 Spill valve seat 29 2 Valve seats for suction/ 30 delivery valves 31 3 Relif valve 32 It Indicator to relief valve 33 5 Hand grip to manual shut-down 6/6a Pressure nipple (long) & (short) 34 8 Push rod with guide bush 35 9 Cover 10 Pin (short) 36 11 Pin (long) Compression spring 12 70 13 Compression spring 71 14 Plunger and 72 14a Pl unger gui de 73 15 Waisted screw 74 16 Speci a1 screw 74a 17 Stepped throttle 75 18 Connectors 19 Fue 1 pump body 76 20 Double nipple 3. 12 21 Orai n screw 6.03 E 22 Threaded pl ug P 23 Threaded plug 24 Regulating tappet R 25 . Shut-o ff valve Ul U2 26 Sh~t-off val ve 28 Injeciion start setting lever 01 02 Sl 52
perm iss i b1e
0 e v i a t ion s
The correct adjustment of the fuel injection pump control is extremely important. Cha~ges to the ef
fective delivery strokes may only be attempted when on occasion of checks, unadmissible deviations
from the recorded data of the timing records are established.
The timing records which will be often mentioned in this description are handed over to the customer
together with the test protocol.
a) Replacement of parts When parts of the fuel injection pumps (f.i.pumps for short) are being replaced, which influence the fuel injection control in any way, then the f.i. pump controls must be checked and if necessary re-set in compliance with the values of the timing records. b} Cut-out Checks In order to ensure that the engine can be shut-down at any time and 'can never' run away' respecti vely the various cut-out checks must be carried out after the engine has been set anew. (See para grap h 'E I ) • c) Setting Data in the Timing Records The decisive setting data of the fuel injection pumps and fuel cams are established for a speci
fied setting dial position and entered in the timing records.
These are: Idl e stroke. begin of injection/total stroke. end of injection
The effective plunger stroke entered in the timing records results by necessity from the idle
stroke and the total stroke.
L. B. L
551 /l a
RT
d) Effective delivery stroke (in mm) The effective delivery stroke is set by modifying the length of the regulatir,g tappet 24 for t~e suction and spill valves. In this manner shortening the regulati"g tappet produces an increase in the effective delivery stroke, and lengthening the regulating tappet produces a reduction in the effective del ivery stroke.
"-"
~~l~~!~~2=!~~=~~2~l~!~~2.!~~~~!=a~=~a~.~.~.2=a~~~~~!~S~=~~.!~~~~~~~~! Equal effecti ve del i very strokes on all f. i .pumps are necessary to obtai n bal anced power outputs on all the cyl i nders; For thi s reason the measured val ues of the i ndi vi dual f. i. pumps have to be com pared with each other. The maximum admissible deviation between the biggest and the smallest effective delivery stroke on individual cylinders is O,2mm, and the deviation of the effective delivery stroke to the values in the timing records should not exceed ~ O,lmm. e) Beqin of Injection The begin of injection (
The equalizing of the ~aximum cylinder ,r~,stlres may· only be·brought about by turning the fuel cam and not by changin~ the lengths of regulating tappets of suction and spill valves (condition is equal compression pressures). Directions on the turning of fuel cams are given in Group 421. g) Spac6rs for Fuel Del ivery Reduction While setting and checking the f.i.pumps ~ spacers may be inserted for delivery reduction. Di rections to this effect are given under group 551 in the operating instructions. B) Pre par a t ion s 1. Engage turning gear. 2. Close shut-off valve for starting air with the hand wheel (Item
="shut
by hand").
3. Close shut-off cock of fuel feed and return piping, immediately behind the f.i.pump. 4. Slightly loosen the drain screw 22 arranged at the side at the height of the stepped throttles to drain the fuel from the pump body. 4a. Removing the Circuit pressure regulating Valve. 5. Remove cover 9, springs and pressure valves (above the pump plunger). Remove also the cover above the suction and spill valves, unscrew the pressure nipples 6 and 6a and remove springs and valves (Fig. 'E'). 6. Wash suction and spill valves as well as their valve seats in kerosene or similar. Check that the valves slide easily in their guides and that the valve seats are undamaged. If necessary recondi tion the seat faces by careful grinding-in or replace the valves. Fit suction and spill valves wit h 0 u t their s p r i n g s - again and tighten their pressure nipples 6 and 6a firmly wi th the speci al spanner 94571 to 300 Nm (31 mkp). 7. Check whether the spacers 70 and 72 of the dial gauge holder slide well and the dial gauge func tion properly. If so, mount the dial gauge holders and screw them tight. (See Fig. 'G'l. 8. Remove fuel lever 3.12 from pos. F.S. By this the air cylinder to the governor/linkage connection is vented and the shut-down servomotor 6.03 moves to operating position. (see. Fig. 'B' l. 9. Remove the lock screw locking device from the shut-down servomotor 6.03, and turn the lock screw completely out of the piston rod. Place the tensioning tube (tool No. 94534) onto the same lock screw. Screw the lock screw with the tube in till the stop. (See also Fig. 'B'; take note of the remark thereon). 10. Close three shut-off valves marked with 25, in the console of the control air supply, and open the two shut-off valves 26 for the air container drainage. (See Fig. 'AI).
I R
6.86
'-'"
551/lb
RT
11. Start 1ubricating oil pu~ps f Jr cearinQs and crossreads and set pressures for normal operation. (Set ting values on sheet 025 od uescr;ption and operating instructions). 12. Bring reversing lever or the ,1u~il iary manoeuvring stand to 'AHEAD'. The pin No. 12 in the Synoptic panel may not project outllard (c'leck by 1ightly pressing the pinJ. 13. Using lever 28 bring the pointer above the indicating plate - Start of injection 28a (possibly still pointing on), position '0'. To make this adjustment possible, loosen the clamp screw 29 and move the injection start setting lever 28 in the required direction. Re-tighten the clamp screll 29. 14. For RT 58-68-76-84-84M remove the shifting cam fitted to the V.I. T. segment. For RT 52 and 62 remove the curve segment and fi t ci rcul ar di sc 94581, for runni ng-i ,1 of nell engine parts. Thi s ensures that the roller of the V.I.T. rests on the zero circle. 15. Notch-in the emergency fuel lever 3.12 (of the auxiliary manoeuvring stand) into the fuel linkage and place it into the position '8', required for the checking. 16. The V.I.T. indicator 28a must point to nzero l1.
. + "-
,
:·r'-+-I --'
'ClJ
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--=- -=--~
(3)
25 • - I
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AIR SUPPLY "'" '!l , \"~
l\~'
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Dc===::-:--::::::::::::::~26
Gezeichnet fur RT 62 DRAWN FOR RT
L. B.
6.86
RT
551/1c
® ..
6.03 9~53~
3-107. 197. 071
Saug '.lentil SUCTION VALVE
,.
...
Uberstrom
'.lentil
SPILL
VALVE
II'" -'0
fruh / ADVANCE spat / RETARD
35
Remark! After the checking is completed the setting cam or curve segment respectively must again be fitted in its original position; the position is ascertained by a pin. Remove the tension tube (tool No. 94534) and bring the shut-down servomotor back to its original position. The tension screw locking device (hexagonal tube) must only be placed in position after the tension screw has been loosened by abt. 0.5 turns. Articu lated joints of the regulating linkage between governor and fuel irnjection pumps are equipped with grease nipples. These must be regularly lubricated with good quality ball bearing grease by a grease gun.
.>.--/.
L. B.
10.85
I
551/1d
75
©C .
for rerncval ~f t~e V2!~e seats ~se the devi ces 94554 for del i very val·
ves contained in the tool kit (see
Fig. Ie'),
These are used as fcllo~s:
75
73
9" 5 61~-----{l
7"""7=~~II:~~~74a
- Push the ~i thdra~i ng rod 74 ~i t hout any accessories right do~n through the valve body and pull it back until the spread for~ard end comes against the front end of the valve seat.
/
94564
_ Fit on disc 74a and scre~ on nut 73 but not right down yet.
a
- Lead the safety rod 75 through the ~ithdrawing rod until its ring en ters the slot at the upper end. By tightening the nut 73 the valve
seat can no~ be pulled out of the
pump block.
/ 3-107.125.208
a = Arrangement of the dial gauges above the plunger (delivery val ve) b
b
Arrangement of the dial gauges above the suction and spill valves.
@
70
14o 2-107.125.210
T P
14
?R4
® E
~
~
~
Brennstoffeinspritzpumpenkorper ausgeriistet mit Standdruckregulierventilen ..........
_
_
FUEL INJECTION PUMP BODY EQUIPPED WITH STAGNATION PRESSURE E CONTROL VALVES I
J
52-----T.th. 15
P R-R t 18 t t
liT
-
~~
,.
............. '"
..................................................... " ........
P
LJl.I f !J'...,,~"'''''''''''''''
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.. ...............
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6
n
P
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E
t 18 I
~3 .4i 51
'\\\ ~~At
D~
U ,
6Z . ... . .....
I
R
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III
I
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U,
23
I 23
11
-
II-II 20
t
t
20
E II.ll ~fl--l-1t~~ I
21
22
22
19
6a u 13
2 10 8
0- 107. 198.866
Q:)
Co
~
I
(
)
(
(
';
(
551/1f
RT
C) Res e t tin g the Injection Pumps The following checking data are to be taken from the timing records. Then carry out the following adjustments according to these: 1 - Setting shield position (normal '8 1 )
2 - Idle stroke in mm = 'a'
3 - Begin of injection in -4 a before or after 1.D.C.
4 - Total stroke in mm = 'b '
5 - End of injection in4° after 1.D.C.
6 - Effective plunger stroke = fbI - 'a'
Carry out preparations as per Section B ). Setting of the Effective Delivery Stroke 1. Turn the engine until the cam roller of the injection pump to be adjusted lies on the cam peak. Place the dial gauge onto the suction valve, which is now closed, and set it to 0 (see Illus. 'GI, Fig. 1). 2. Turn the engine 'astern' until the roller of the injection pump to be adjusted lies on the base circle of the cam. Install the dial gauges above the plunger and above the now closed spill valve (U) and, with a certain amount of pretension, set them to 0 (see Illus. 'G', Fig.2). 3. Rotate engine crankshaft 'AHEAD' until the dial gauge on the plunger has reached the value of the idle stroke 'a'. (For value refer to timing records).
4. Adjust the regulating tappet of the suction valve (S) so that the dial gauge on the suction valve indicates 0.02 mm. (When taking the reading the tensioning nut of the respective regulating tappet must already be firmly tightened!). This position signifies: the suction valve shuts = begin of injection (see sketches 'G' Fig. 3) 5. Read off the flywheel gradation the crank angle in 4 0 before and after T.o.C. and compare rea dings with the values in the timing records. If necessary shift fuel cam 'forwards' or 'backwards'. (Pl. refer to group 421 sheet 1d), for di recti ons. 6. Turn engine crankshaft further 'AHEAD', till the dial gauge on the plunger shows the dimension of the required total stroke 'bl, note the indications in the timing records). 7. Re.set the regulation tappet of the spill valve with spanners (see sketch 'F') so that the dial gauge on the spill valve lUI shows 0.02 mm. This position signifies: the spill valve opens
=
End of injection (see sketch 'G' Fig. 4)
8. Read off the flywheel gradation the crank angle in pl. refer to 551/1- section A).
4
0
after T.o.C. and record it (for tolerances
®
u
L. B.
2 t07. t97. 066
6.86
551/1g
RT
0) Checking the ruel Injection
Pu~os
The same setting values as given on sheet 55l/1f (setting injection pumps)
~ust
be used.
Carry out preparations in accordance with section B).
®
CD
Checking the Begin of Injection, End of Iniection and of the effective Plunaer stroke The description below applies to IAhead' r·otation, 1, Turn the engine until the cam roller of the fuel pump to be checked rests on the peak of the cam. Fit the dial gauge over the now closed suction (S) and set it to 0 (see 111us. IG', Fig.
n.
E E N
o
c'
2, Turn engine in 'astern', until the cam roller rests on the base circle of the cam, Fit the dial gauges over the plunger as well as over the now closed spill valve (U) and adjust to 0 with a slight pre tension (see Illus. IG', Fig, 2).
3. Turn engine crankshaft 'ahead' until the dial gau ge on the suction valve '5' shows only 0.02 mm. This position signifies: The suction valve is closing
&
begin of iniection (see sketch' G' Fi g. 3)
~ - 107.197.06'
L. B.
6.86
551/lh 4
RT
Rea d the i d1est r 0 ke 'a I 0 f': +,~ e~: i J ~ Ccue e crt ref ue1 p1, un 9 era nd r ecor d : ~ e \' 3 1Ij e. f1 ywheel gradati on the crad, "',,,;1 e i c ~ 0 ~efJre or a Her T.0. C. a~d record it.
~ ed
5. Turn eng i nee ran cs haft f AHEi. C1 " ,~ til the di 31 9aug eon the s pill val ve (L:) show sO. i} 2 m~ This position signifies:
The spill valve opers " end of icjection (see sketch 'G' Fig. 4)
c f ~ t" e 0
f s t r 0 ke.
5. Read off the fly'Wheel gradation He cr2n~ 3ngle for 'end of injection in 0 after I.D.C. ard record it. Read also the value off the dial gauge o~ the fuel plunger and record this as stroke fb'. i~e ef fective plunger stroke is arrived at bv substraction of 'b' - 'a' (for admissible tolerances p1. con sul t 551/1 section A). 7. Finally, carry out the cut-out c~ecks (see section E) Cut - 0 u t
0.
Ch e c k s
The cut-out checks for the injectio~ pumps are of major importance and must therefore be carried out
after every re-setting of the injection pumps. We further recommend that these checks also be ~ade af
ter every major overhaul of the 1njection pumps.
The following points have to be checked:
1. Checking the Fuel Injection Pump Valves at setting Shield
PdS.
'0'
With the setting shield position '0' suction and spill valves of the same fuel injection pump may n eve r be closed at the same time, i.e. when one valve is closed the other must be open, so that a fuel injection is excl uded. At the moment that the suction valve shuts, the spill valve must be 1 if ted by the value entered in the timing records. 2. Checking the '0' positions The '0' - positions on the load indicator and the setting shield on the fuel injection pumps must cor respond. 3. Checking the manual Cut-out on the Injection Pumps When the injecti on pump dri ves are cut out with the manual 1ever 'K' a vi si bl e cl earance must exi st between the timing roller and the head circle of the fuel cam, (see sketch 'H'). For instructions on the cutting out and - in of fuel injection and exhaust valve actuator pumps pl. refer to the instruc tion book. 4. Checking the Safety Cut-out Device The instructions on sheet 011 of the operating and instruction book must be followed without fail. F) Install ing the Val ves after a Check The follo'Wing points must be observed when fitting the valves: All the valves and springs must be dipped in clean fuel or parafin before fitting them. If the pressure nipples marked ** 'Were once more removed after the resetting, they must also be rin sed in clean Diesel fuel and then tightened with the special spanner tool No. 94571 to 300 Nm (31 ili) (see sketch 'E'). During the assembling tighten the screws 15 marked 'With * carefully crosswise and in small steps with 60'Nm (6.1 mkp) with the torque wrench 94559. Use molycote G paste as lubricant (see Fig. 'E'). G) Fitting the Stepped Orifices When a pump body has been replaced, a check must be made to see if the stepped orifices are fitted in the new part. It may be necessary to use the ones from the old pump body. When fitting them, please no te the following: Both the stepped orifices are of identical design and can be used in either position. They have first to be located with the drain pl ugs 21 and then tightened with the special bolts 16.
L. B.
5.86
RT
551/1i
®
I
Brennstoffpumpe ausgeschaltet FUEL PUMP OUT OF OPERATION
5
--""'----1---
I
II
E E
C\l I
f II-II ::"J v/~BrennstoffPumpe eingeschaltet ; •[ / FUEL PUMP IN OPERA TlON s:& ~/
I'
..
II 4-107. 217.134
, Q
?R7
SULZER
RT
FUEL INJECTION PUMPS Lapping the Sealing Faces for the Covers of the Suction, Delivery and Spill Valves
Tools:
Group:
551
Sheet:
2
Key to Drawings
Lapping mandrel 94566 Lapping mandrel 94567 Centering ring 94565 Torque wrench with wi th hex. socket 94559
19
Fue 1 i nj eeti on pump bod y 9 Covers for the valves 6/7 Backing bush
A Assembly cover B Lapping the sealing face on the pump body C Lapping the sealing face on the cover SF Flat sealing face SFl Sealing face with slope of 00 10'
In case of leakage between cover and pump body, although the Allen screws have been tightened to the prescribed torque of 60 Nm (6 mkp), it may be possible that the sealing faces are no longer in perfect condi bon. Additional tightening of the screws will not solve the problem; the seal ing faces will have to be dressed. Slight damage can be rectified with the lapping mandrels (Nos. 94566 and 94567) contained in the tool
kit. For lapping the flat sealing faces on the pump body, the tool is to be used as shwon on Fig. 'B'. In order to avoid that, after a time, a groove is ground in the lapping face of the tool, the lapping mandrel must be moved in circles over the whole sealing face and not only around its own axis. The cover sealing face and the corresponding lapping mandrel 94567 are tapered by 00 la' (see Fig. IC') The mandrel 94567 for lapping of the cover sealing face (Fig. 'G') is guided by centering ring 94565 so that it can only be rotated around its own axis. In case rectification of the lapping face of the tool becomes necessary, the above taper must be borne in mind. Very fine lapping paste must be used for lapping. Attention: At all cost, prevent lapping paste from getting into the pump body! The threads of the Allen screws must be coated with Molykote paste G before being screwed in. The screws must be tightened crosswise and in even ~tages (a total of 60 Nm (6 mkp).
©
60Nm 6mkg
94566
®
94567
2-107.072.383
SULZER -
~','
~ ~~- 1--'-
... '
RT
CheckiY1[
o
~
~-
_.
~
Group:
551
Sheet:
3
.. ,
S8tting cf the Relief 1Jalve
Tools: Injector test stand lLl0Rh~GE" Mounti ng angl e bracket Hosepipe Testing head Speci al spanner Sl i de gauge
._ .....
Key to Drawinos 94272 94273 94275 94277 94556
1 2 3 4 5
Relief valve
B Ci rc 1i P
Valve needle
Spri ng pl ate Closing plug Ball o 12 Flushing valve Spindle for 12 Delivery pipe connection H Pump 1ever MA Pressure gauge (0 - 1600 bar) 9 10 11 12 12a A
Stop ring Distance ring '0 r ri ng (0 66.27 x 3.53) 6 Belleville spring washers (11 off) 7 Thrust washer
y
x 11
10
9
8 7
3-107.195.513
Before dismantling a relief valve for overhaul (grinding in of the valve needle), the distance 'X'
must be accurately measured and the figure recorded as IXI. The distance ring 4 must be pressed
against the stop ring 3 by the closing plug 10.
After grinding the valve needle 2 into the seat of the valve housing 1, all the parts must be thorough
ly cleaned, the valve needle 2 lightly oiled and parts 6,7,9 and 11 sprayed with Molybdenum Disul
phide (MoS2). During assembly, care must be taken that the Belleville spring washers 6 are correctly
positioned (see Fig. IAI)' The distance ring 4 should not yet be fitted. Tighten the closing plug
10 until the distance 'X' is about the same as before dismantling.
L.B.
RT
@ 12a
Metallische Dichtflachen METALLIC SEALING FACES
12
94275
94273 Gezeichnet fur RT 58 DRAWN FOR RT 58
1
94556
2-107.197.098
L. B.
5.8!.
551/3b
RT
© A 94277 94273
94272--+- MA
gezeichnet fur RT 58
DRAWN FOR RT 58
4-107.197.085
For testing and setting the rel ief valve for the fuel pump use the tool No. 94272 which belongs to the tools of the L'ORANGE injector test stand. Use connection rAJ (see Figs. 'C') for this together with the right hand pump lever 'H' and pressure gauge 'MAl (0-1600 bar). Work Procedure for Setting the Iniection Pressure - Fit the testing head 94277 to the mounting angle bracket 94273 and bolt it down. - Screw the relief valve 1 into the testing head (without joint) and tighten it with special spanner 94556. - Connect high pressure hose to connection 'A' and head it to the testing head. - Once the connection has been made, the flushing valve should be opened a little by spindle l2a. - Operate pump lever 'H' until the pressure chambers are filled and the diesel oil escapes bubblefree. Close flushing valve spindle 12a. - Operate the pump lever at the same time as watching the pressure gauge 'MA' to see at what pressure the rel i ef val ve opens. Correct opening pressure = 1150 bar. - The prescribed pressure can be set by moving the closing plug 10. Measure the distance 'X' and not it as 'XlI (Fig. 'AI). Now reduce the height 'yr of the distance ring by the difference between the distances IX1' minus
'X'. Finally, reassemble the relief valve (this time with distance ring 4) and tighten the closing
plug 10 until it is fully down on the distance ring 4.
- Carry out another check of the opening pressure on the fully assembled relief valve. When this is correct, the valve can be refitted in the injection pump body. Note: Before screwing the relief valve into the injector pump body, check that the sealing faces of the valve housing 1 and the injector pump body are clean since the sealing of these faces is metallic i.e. wit h 0 u t sealing ring! Use the special spanner 94556 to tighten the relief valve (see Fig. 'B').
L. B.
2.89
SULZER Group:
FUEL INJECTION PUMPS Checking and Setting the Static Pressure Regulating Valve
RT
Tool s:
Sheet:
551 4
Key to III ustrati ons
Valve test stand
94272
11'ORANGE"
Mounti ng angl e 94273 Hose pi pe 94275 Torque wrench 94559 Setting device 94572 Vernier, slide caliper
o
1 la 2 3 4 5 5 7
Blow through valve Spindle Valve casing Screw plug Connecting piece Valve body Stop sleeve Setti ng di sc
8 9 10 A H MA X
Compression spring Waisted screws Static pressure regulating valve Connection for hose Pump 1ever Pressure gauge Valve stroke
94273
1
~ I
1
94572
I
:I II II I I
:1':
II
II
'I
"~I
'I
t= 7
, -107, 198.892
gezeichnet fur RT 58 DRAWN FOR RT 58
RT
551/4a
® gezeichnet fur RT 58 DRAWN FOR RT 58
A
MA 94572
94275
Checking and Setting the Opening Pressure - Mount the setting device 94572 on the mounting angle 94273 and fasten firmly. Fit the valve casing (cover) 2 with waisted screws 9 on the device 94572 in such a way, that the connecting piece 4 can be fastened as shown in Fig. I AI. Fasten the connecting piece 4 without the stop sleeve 6 onto the valve casing 2 with the waisted screws 9. Connect the device 94572 to connection lA' with the hose pipe 94275. (see Fig. 'Bf). - Open the blow through valve 1 slightly with the spindle lao - Actuate the pump 1ever' H' until the pressure spaces are fi 11 ed and the Di esel oil flows out bubble free. Shut the blow through valve 1-. - Measure the opening pressure on the pressure gauge 'MA' while actuating the pump lever 'HI. The thickness of the setting disc 7 must be so defined that the opening pressure is 100 bar. - Having defined the thickness of the setting disc, shorten the stop-sleeve 6 to obtain a valve stroke of X - 1.2 ~ 0.1 mm (see Fig. 'AI). Fit the completed static pressure valve 10 and check once more that the opening pressure is correct (100 bar) before installing it on the engine.
1984
SULZER
FUEL INJECTION PUMPS Tightening of a Nipple to the Plunger
RT Tools: 1 Impaet wrench 1 Sl edge hammer
Group:
551
Sheet:
5
Guide
Key to Illustration 94551
3 Pl uger gui de 4 Heavy metallic underlay
1 Pump body 2 Nipple
Marken, Nippe/ - Ausgangsste//ung MARKS, NIPPLE STARTING POINT Marke, Nippe/ - festgezogen MARK NIPPLE - TIGHT Vorschlaghammer 6kg SLEDGE HAMMER
zwei Zahnabstande TWO TOOTH PITCHES
1
2
3
3 - 107. 240. 068
L. 8.
198 S
Our Recommendation for tightening a Nipple to the Plunger Guide 1n the Fuel Injection Pump Body: - Place punp body on a heavy metallic underlay. - Clean all contact faces (plunger guide - pump body) with greatest care and keep them dry; only after this insert the plunger guide into the pump body. - Smear MOLYCOTE-paste 'G' on thread and pressing face of the nipple. Push nipple over plunger guide and drive by hand into the thread in the pump body till the stoP. - Place impact wrench 94551 into toothed portion of the nipple and firm the latter up with a light ham mer stroke. - In this position mark position on one tooth of the nipple and on the pump body (initial position for pre-tensioning the nipple). - Make another mark on the pump body over the second nipple tooth to the right- starting from the initial position, this gives the measure for the following extremely important pre-tensioning of the nipple (See Illustration 551/5). - Using a sledge hammer (5 ~ 6 kg) on imp~ct wrench 94551 tighten the nipple till the rotation of nipple has reached the pre-marked position (= two tooth intervals).
the
Attention! At the first tightening of the nipple together with a plunger guide in a new pump body. the fastening must be once more loosened and the whole tightening process repeated in order to make up the setting losses.
,
0
SULZER
RT
Tools: Speci a1 box 94645 spanner Cleaning container Var. spanners
CHARGE AIR RECEIVER Maintenance of the Valve Grouns and Cleaning of the Charge Air Receiver
Group:
Sheet:
640 1
Key to Drawings 1 Charge air receiver 2 Relief valve 3 Dividing wall 4 Val ve groups 5 Valve groups 6 Hinged cover (space H) Hinged cover 6a (space p)
7 Closing pl ugs 8 Valve plate 9 First piec, }
for val ve 10 Center piece group 11 End piece 12 Tensioning bolt 13 Round nut (short) 14 Round nut (long)
Cl eaning The valve groups situated in the charge air receiver must be cleaned periodically and the cleaning intervals are determined by the service conditions. (see sheet 021/4) The valve groups can be reached through the openings in the receiver which are closed with the bottom and inner hinged covers. Before openiog covers 6 and 6a their closing plugs 7 must be unscrewed to drain off accumulated oil (see Fig. 'AI J. The valve screwed together to valve groups must be cleaned in a container filled with paraffin or gas oil without being dismantled. The time needed for soaking depends on how dirty they are and on the kind of solvent used. Where chemical solvents are used, care must be taken that the valve plates (steel) and valve bodies (aluminium) are not attacked. After washing, the valve groups are blown out with compres sed air. We recommend that a complete set of valve groups be kept as spares for replacement. The cleaning of the dirty valves can be tackled later during the voyage or prolonged service breaks.
L.B.
2.87
640/1a
RT
Checking Broken or cracked valve plates must be replaced by new genuine spare valve plates of the same thick ness. The aluminium parts may have neither burrs nor cracks and their seating faces for the valve pla tes must be even. Assembly If a valve group had to be dismantled, the procedure for reassembly is as followsr - Assemble the valve groups loosely at first (note curvature of valve plates - concave side towards
the air duct - (see Fig. on previous page).
- Screw on round nuts 13 and 14, but do not tighten them yet. - Carefully knock the valve group - with its flat part downwards - onto a surface plate and moderately tighten the nuts with the special spanner 94645. If individual valve plates do not close properly, the round nuts 14 must be loosened and then tigh tened again. Once all the valve plates are resting properly on the valve bodies, the nuts are locked and the valve groups fitted into the charge air receiver (for fitting position, see Fig. 'AI). Relief Valve on the Charge Air Receiver
During a major overhaul, the relief valves are to be dismantled, cleaned and checked for freedom of
movement. The valves are set to an opening pressure of 3.1 to 3,7 bar.
Charge Air Receiver
Next to the daily draining of the receiver, its internals should be cleaned at every piston overhaul
(earlier if necessary).
Only cleaning cloths and not cotton waste should be used since remaining waste threads can prevent the
valves from closing.
Opportunity should also be taken to check that the receiver drain pipes and their cocks are not
blocked since permanent drainage must be assured.
L.B.
5.84
~
6L,O/1b
RT
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CHARGE AIR
2- 107.197,002
2.84
SULZER
CHARGE AIR RECEIVER Maintenance of the 1~ater Separator Elements
RT
-
'-""
ELm
Sheet:
2
Key to Drawing
Tools: Var. spanners Hand lamp
Group:
25 26 27 28 29
Water separator elements Drain pipe Special bolt Belleville washer pack Charge air receiver
30 31 32
Bolt Spring washer Support A Space for placing a removed water separator element
B Space for separa ted condensate C Dividing wall F Support fastening G Bifurcation
Water separator elements should be inspected after the first year in service. The degree of fouling found will determine the cleaning intervals for future maintenance. There should be no fouling to speak of if the suction air filters of the exhaust gas turbocharger are well maintained. During this inspection particular attention has to be paid to the inspection of the air inlet side of the individual elements. Initially remove two elements from each group and then, depending on their con dition, also remove and clean the remainder. ~
Removal of the Elements Procedure - Open both the bottom hinged covers'on the receiver floor which are closest to the water separator elements. (Remove the drain plugs first to drain off any accumulated condensate). - Loosen and remove from space 'A' all special bolts 27 including the Belleville spring washer packs 28. - Loosen bolts 30 with spring washer 31 and remove support 32 at 'Fl. - To remove a specific water separator element from a complete water separator pack, it is necessary to move the neighbouring units sideways to the left and to the right. To do this, loosen and remove also the lower bolts 30 whereby the units are freed and can at the same time be lowered by 20 mm. - Standing on their base, the individual water separator elements can be moved sideways and be removed through the space 'AI.
'''-..-/
- The reverse side of the two removed elements can now be checked especially the bifurcation 'G' of the laminations to see whether any dirt has collected there (see section IV-IV of Big.) Depending on the condition of these removed units, decide whether or not the remainder must also be removed and cleaned. On this occasion it can be determined in what future intervals the checks should be carried 0 ut. - For the cleaning of the water separator units, if at all necessary, a cleaning agent must be used which does not attack aluminium, possibly the same cleaning agent used for cleaning the charging air coolers during operation. Fi tti ng - Before fitting the units, space 'BI must be cleaned out as it is not accessible
\
la~
- The procedure for fitting is the same as for removal in reverse sequence. - The support 32 therefore has to be fitted only after the elements are all in place. - Tighten bolts 30 and 27 moderately, the former being secured by spring washer 31. The special bolts 27 secured by Belleville spring washer pack 28 must be tightened until fully seated. The Belleville spring washer pack allow the unit to expand somewhat, though being firmly fastened.
L.B.
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SULZER
G roup: 61:;4
AUXILIARY BLOWER
RT
Sheet:
Maintenance
Tools: 2 Centering 94652 studs various jacking screws Various spanners
oJ
1
Key to Drawings 1 2 3 4 5 6 7 7a 8
El ectri c motor Motor plate Gland housing Seal i ng gl and Shaft sealing ring Covering plate Impeller I mpell er hub Inlet ring
9 10 11 12 13 14 15 16 17
Inspection cover 18 19 Spiral housing 20 Gasket 21 Gasket 22 Gasket 23 Bo lt 24,24a Bellows piece Belleville washer Motor shaft
Bolt Bolt M16 Pull er yoke Backing piece Bolt Cover Suspension brackets
The following instructions are for the auxiliary blowers manufactured by DEFOR which one usually fitted to engines of the RT series. Should it be necessary to dismantle an auxiliary blower for clearing or repair, the procedure is as follows: "--../
- Di sconnect el edri cal connections from el ectri c motor. - Attach the electric motor 1 to a lifting device (Fig. IBI). In cas~s where the auxiliary blower is si tuated underneath the charge air receiver, the cover 23 on the receiver floor has to be opened and the lifting device fixed to the suspension brackets as shown on Fig. 'ct. - Unscrew to horizontally diametrically opposite bolts which clamp the motor plate 2 to the spiral housing 10 and replace them with the two centering studs (tool No. 94652) (see Fig. IBI). - Remove the remaining bolts from the motor plate. - Using two jacking screws, jack the motor plate 2 off the spiral housing 10 (Fig.
I
B').
- Slide the electric motor 1 complete with motor plate 2 and impeller 7 horizontally out of the spiral housing. - Place the removed assembly on a flat underlay so that the electric motor is at the bottom and the im peller at the top. (Attention: When turning the assembly from the horizontal to the vertical position, care has to be ta ken to ensure that the impeller does not touch anything or get damaged in any other way.) Should further dismantling be necessary, proceed as follows: Di smantl ing - Slacken off bolt14 and remove it together with the Belleville washers. - Fit a tool as shown on Fig. '0' and draw the impeller 7 of the motor shaft 17 by tightening the bolt 19. - Normally the shaft sealing ring 5 remains on the motor shaft 17 and the sealing gland. When it comes together with the impeller as this is removed, the gland housing 3 has to be removed from the motor plate 2 and the shaft sealing ring 5 fitted back in again. During dismantling it is recommended that a new shaft sealing ring (GARLOCK PIS-seal type 61 90 x 110 x 10) be fitted anyway.
I
P
I
654/1a
RT
Reassembly Note: It has to be ensured that the impeller is balanced both statically and dynamically and is neither deformed nor damaged in any way. Work procedure: Fit the gland housing 3 with the shaft sealing ring 5 into the motor plate.
_ Lightly smear the electric motor shaft 17 with oil.
_ Slide the impeller 7 onto the motor shaft 17 (note position of key).
Screw the screwed rod into the motor shaft, by a heavy washer on it and push the impeller onto the mo tor shaft with a nut until the impeller hub 7a comes fully to rest against the sealing gland 4. _ Remove the washer and screwed rod and replace them with Belleville washer 16 and bolt 14. Fully tigh ten down the latter.
Carefully turn the assembly, comprlslng electric motor 1, motor plate 2 and impeller 7, to the hori
zontal position with the crane and then lift it.
_ Where the gasket 12 between the motor plate 2 and spiral housing 10 is no longer good it has to be re newed by a new one of 2mm thickness (KLINGERIT) or equivalent). _ Screw both centering studs 94652 into the spiral housing (as for dismantling). _ Guide the assembly carefully into the spiral housing and bolt the engine plate 2 to the spiral housing _ Unscrew the centering studs 94652 and store them with the engine tools. Screw in the last two bolts in their place and tighten them. _ Re-connect the electric motor to the power supply (check the running direction). Note: Auxiliary blowers which have been at a standsti 11 over an extended period should be started up for a short period once a month. When this is not possible, the impeller must be turned by hand a few times. This is to pro tect the bearings from corrosion.
I .
B.
651, /1b
RT
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-120 1981,
SULZER
CHARGE AIR COOLER Cleaning (Air Side) ~ith Engine at Standstill
RT
Group:
660
Sheet:
1
Key to Schem. Diagram 1 Charge air cooler 2 Air duct before cooler 3 Filter
8 9 10 11
HShot-Off cock'
~~} Shut-off 14
7 Charge air receiver
Hinged cover Shut-off cock Orifice Si ght gl ass cocks
Water separating elements
o
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Fresh water system Compressed air system Connection for cleaning unit (return) To bilge Connection for cleaning unit (supply)
6 ~7bar
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Gezeichnet fi:r RT 58
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2.84
660/1a
RT
The system required uses the spray nozzles built into the air duct 2 together with a cleaning plant.
The latter does not form part of the standard equipment of the engine. The plant consists of a
collecting tank for the cleaning agent, a circulating pump, a suction filter as well as the necessary
piping.
Cleaning Procedure
Open both the outer hinged covers 8 in the charge air receiver floor next to the air coolers and leave
them open throughout the cooler cleaning process.
- Fill the collecting tank of the cleaning plant with cleaning fluid.
- Close shut-off cocks 9 and 13 and open 12.
- Separate the fresh water supply pipe just after the shut-off cock from connectionQVand connect up
the pipe(Din its place. - Open shut-off cocks 5 and 4, 6 must be closed. Spray cleaning fluid with the cleaning plant's pump through the nozzle system (built into the air duct above the cooler). The spraying time depends on the degree to which the cooler is fouled. - The cleaning fluid flows through pipe~back into the collecting tank of the cleaning plant. - After stopping the circulating pump, separate the cleaning fluid supply pipe after the shut-off cock 5 and connect up the fresh water supply pipe(!)in its place. - Close shut-off cock 12 and open 13. - Open shut-off cock 5 and flush the cooler through with fresh water for a few minutes. - Put all the shut-offs which were set for the cleaning process back into their positions for normal service, i.e. close items 5,4 & 13 and open shut-off cock 9. - Before closing the hinged covers 8, check the degree of fouling of the water separating elements 14. Note: Should it no longer be possible to clean the charge air cooler by this method due to stubborn fouling it has to be removed (for removal see 660/3). Cooler Cleaning Plant Maintenance All the filters in the cleaning plant hoye to be cleaned periodically. The filter 3 must be cleaned after every "cleaning at standstill". The correct functioning of the spray nozzles can be checked when the engine is at a standstill by opening the inspection covers on the air duct before the cooler.
L ••
2.84
SULZER
CHARGE AIR COOLER Cleaning (Water Side) with Engine at Standstill
RT
Tools:
Group:
660
Sheet:
2
Key to Drawings
Compressed air Tube cleaning brushes
Various spanners
2 3
4 5 6 7 S/Sa 9 10 11 11 a
12
Cover with connections for water inlet and outlet Jo in t Round rubber Bolt
Sealing flange Cooler hausing Side wall Bolts for cover Cooler tubes Cooler tube fins Tube end plates Bolt
Joint
13 Flow-reversing cover
Joint
Air duct before cooler Inspection cover
Charge air receiver
14 15 16 17
A Cooling water outlet E Cooling water inlet G Drain connection l Vent connection M Measuring connection for pressure before/after cooler R Connection for chemical cleaning agent
The frequency with which the cooler tubes have to be cleaned, depends on the cleanliness of the cooling water used. The necessity for cleaning can be established by measuring either the differential pressure or the temperature difference between cooling water inlet and outlet (compare with figures for clean cooler). When using clean, neutralised cooling water, cleaning of the cooler tubes will rarely be necessary.
15 16
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17
gezeichnet fur RT 58 DRAWN FOR RT 58
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1-107132. 796
tr Cleaning Methods 1--'....
10
2-t-~h~.
9
13
Cleaning can be done mechanically, hydrauli cally or chemically. a) Mechanical Cleaning with Cooler Installed
-----------------------------------------
B ---4_..J..I''o" '--It
After removing the covers 1 and 13, loosen the dirt with a special tube-cleaning brush and remove by flushing with water.
3 0-107. 073.344
4 5
L.B.
6
6 14 11
110
5.84
PeT
660/2a b) Hydraulic Cleaning with Cooler Installed
In case the deposits cannot be removed with brushing, use a high-pressure water-jet instead. Use spraying apparatus with special nozzles which can be ordered from the cooler manufacturers. c) ~~:~~:~~_~~:~~~~2_~~!~_~~~~:~_~!~:~_~:~~~:~ (for removal, see 550/3) Should the previous cleaning methods not have proved successful, chemical cleaning has to be adop ted. The tube stack is immersed into a bath of cleaning agent - immersion time depends on the degree of fouling - and then flushed with a powerful water-jet. The effect of the cleaning process can be increased and the cleaning time shortened by circulating the cleaning agent. The cleaning instructions from the cleaning agent manufacturers must be strictly followed. Regarding the choice of cleaning agent, we recommend that only products of reputable firms in this field be used, e.g. products from: DRW, VECOM, GAMLEN, HENKEL, etc. Locating and Plugging of Leaking Cooler whilst the Engine is Running In case of tube leakage due to corrosion or mechanical damage, cooling water (on board ship, usual ly sea-water) enters the charge air duct or even the charge air receiver, which is highly undesi rable. I
Leaking tubes can be located and plugged as follows:
~
0
0
- Reduce engine load until the air temperature after blower is approx. 65 _70 C. Close water shut off valves before and after the defective cooler and drain cooler. Remove side covers 1 and 13 and close the tube openings on one side of the cooler with cardboard or simi 1ar. On the opposite side of the cooler, pass a lit candle closely past the tube openings and observe the flame. - With a defective tube the flame will flicker or even go out. The cooler tube in question will then have to be plugged on both ends by driving in well-fitting, slightly tapered plugs (hard wood, copper, etc.). (I nstead of a candl e, hi ghl y concentrated soapy water may be used to locate 1eaki ng tubes. Brush the soapy water over the tube ends and watch for the formation of soap bubbles, which would indica te leakage). Cooler tubes thus plugged will have to be replaced at the next opportunity according to the cooler manufacturers' instructions. Transport of Cooler Inserts Th~
specially designed swivel-type lifting eyes "T" are always to be used for transport purposes. Suitable shackles are to be employed in such cases where holes only are provided. It is advisable that the finned tubes be covered during transport or storage in order to protect the cooling fins and to prevent damaging foreign matter from entering.
/ /
::".B.
A // \'\ /
/
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2.84
SULZER
RT76
SCAVENGE AIR COOLER Removing and fitting the Cooler Stack
Sheet:
3
Key to Illustrations
Tools: Shi Hi ng devi ce consi sti ng of: Roller plate Plate w. screws Support w. roller Eye screw
Group:660
1 2 3 4 5 6 7 8,8a 9 10 11 11a
94661 94662 94663/a 94664 94667
Cover Gasket Rubber ring Screw Sealing flange Cooler casing Side wall Screws f. cover Cooler tubes Cooling fins Tube plate Screw
12 Gasket 13 Flow reversing cover 14 Gasket K S T U
La tch Set screw Transport strap Flow reversal si de II' Water in- and outlet X Locking stop
The removal of a cooler stack has to be done always on the side opposite the water connections for inlet and outlet. The walk-way supports carry rails, on which the cooler stack can be rolled out. For the shifting of the cooler stack the shifting device 94661 has to be used. The sea water pumps have to be stopped and the coolers drained. Then proceed as follows:
w
1-~'
13
2 8--+--1
3
~~~~;j7 0-107. 073.344
5
6
6 14
110
Removal Loosen and remove all the screws fastening the cooling water inlet and outlet pipes to the cover 1. (Fig. 'AI). - Loosen and remove all the screws 4 and remove seal ing flange 5 and rubber ring 3 (Fig. IA'). - Loosen and remove all the screws
ill on the flow reversing side 'u' (see Fig. 'AI).
- Fit the roller plate 94662 to the flow reversing cover 13. The rollers must rest firmly on the rails, adjust the roller plate accordingly with the set screws'S' (see Fig. 'C'). - Using jack screws, loosen the tube plate 11 from the cooler casing 6. As soon as the cooler stack is free, i.e. has come off the gasket 14, adjust the set screws 'SI in such a way that the cooler stack in the casing. ,
0 I)
RT58,68,76
660/3a
- Fit the roller support 94664 in as shown on Fig. 'B' for the alternative which applies and attach a rope to the eye bolt in the roller plate, which is connected to the crane through the roller support. Pull the stack out of the housing with wire rope and crane until link 'K' contacts stop 'X' (Fig. 'C I).
- Flip up the four transport brackets 'T' of the stack, or, where not fitted, fit suitable shackles in the available lifting holes and use these to sling the cooler stack with wire ropes from the crane (Fig. 'BI). Loosen link completely.
'K'
and move the tube stack, which is hanging from the crane, out of the cooler housing
Fitting - Fix plate 94663 (a) onto cover 1 of the tube stack and screw eye bolt 94667 into the plate (Fig.
, C' ) •
- By means of the crane, place the cooler stack onto the rails.
- Fit roller support 94664 on the platform beam on the water connection side as shown - Loosen rope from the crane, flap down the transport-straps
on Fig. 'B'.
'T' or remove the shackles.
- Turn locating screws'S' to lift the tube stack slightly in the casing.
- Loosen latch 'K' from its catch and pull with the crane on the rope above the roller support until
the cooler tube stack is fully inserted. - Fit bolts lla (Fig. fu 11 y.
'A') and tighten lightly. Now remove roller plate 94662 and tighten the bolts
Remove plate 94663 (a) and fit rubber ring 3 as well as sealing flange 5 and fasten with the bolts
4 (Fig. 'A' and 'B').
- Connect pipes, shut drain cock on the cooler tube stack and open vent.
- Start up sea-water pumps and check cooler for possible leaks.
L.B.
12.84
"-"
660/3b
RT76
®
Ausbau 1,+7 Zyl. gezeichnet fur I, Zyl. DISMANTLING 1,+7 CYL. DRAWN FOR I, CYL.
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Ausbau 7+ 12 Zyl. gezeichnet fur 7 Zyl. DISMANTLING 7-:-12 CYL. DRAWN FOR 7 CYL.
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1-107 198.895
1984
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Gezeichnet fur Luftkuhlerelemente GEA DRAWN FOR CHARGE AIR COOLER GEA
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SULZER
CYLINDER LUBRICATING PUM?5
RT
Cleaning
Tools: Various spanners Screw driver
Group:
721
Sheet:
1
Key to Drawings 1 2 3 4 5 5 7 8 9 10 11 12
Dust cover Stroke setti ng screw Housing cover Gasket Stroke operating disc Stroke control disc Operating plunger Control pl unger Pump element Base pl ate Housing Helical gearwheels
13
14 15 15 17
18 19 20 21
Cylinder lubricating pump shaft (drive sha ft) Free-wheel Pump shaft Non-return valve Oil outlet connecti on Spring Hand crank Rellllf valve upper part Pi n of upper spring plate
22 23 24 25 25 27 28 29 30 31 32 A
B C
E
F
28 29
Spring O-Ring Relief valve lower part Pressure adjusting r i ng Membrane Va 1ve Screw Key Shaft sealing ring Gasket Beari ng bush Suction pipe Discharge pipe Oil drain screw Vent screw with relief valve (2 bar opening pressure) Filling pipe connection
12
2-107. 132.785
I
0
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QI,
RT
721/1a Procedure for Cleaning
To clean (flush) acyl inder 1ubricating pump, shut off the feed pipe to the housing and unscrew oil drain screw IC' and vent screw IE'. Fill clean paraffin or flushing oil into the hole for vent screw IE' until the oil sludge is f1 ushed out. Before refitting oil drain Screw 'e', sl ight1y open the shut-off cock of the feed pipe so that the remaining paraffin or flushing oil can be flushed out. To refill the housing with fresh oil, first completely screw in vent screw IE' and then unscrew it by 1-2 turns while fully opening the shut-off cock. After venting, re-tighten vent screw 'EI. - Before putting the cylinder lubricating pump back into service, turn pump shaft 15 with the hand crank 19 until the visual flow control situated on top of the cylinder lubricating pump shows that all operating p1 ungers 7 are discharging oil. Note: When installing a spare cylinder lubricating pump during replacement we recommend that it be cleaned internally as described above before putting it into service. The individual pump ele ments 9 which are connected to a lubricating point should also be adjusted to the data given in the timing records since the operating plungers are set by the manufacturers to full stroke. The effective stroke, and therefore the oil delivered per pump element, can be adjusted with the stroke setting screw 2 (with click stop) as follows: by turniQg clockwise by turning anti-clockwise
L.B.
reduced oil delivery = increased oil delivery.
2.84
· "~~ t~.~ ,'" ..;,:.",',
":".
INSTRUCTION FOR MOUNTING AND DISMOUNTING OF THE DRIVING SHAFT ON THE
I
REXROTH-VALVE'
OF THE CYLINDER LUBRICATION.
1. Dismounting. - Should:ca-sing 5, after loosening of fastening screws 4, not .' be removable without applying force, then the ca~ing is of the newer design execution which is equipped with a coupling without clearance between driVing shaft and throttling bush. (Valve manufactured after 1.7.83).
- On
these new valves gear wheel 3 bas to be removed. The
braclnQ of the coupling can be released by turning beck
threaded pins 9.
Attention:
When lifting driving shaft 6.the synthetic balls 8 may fallout.
- It is to be recommended to mark the correct fitted position for re-mounting, after haVing separated the coupling.
2. Mounting. - Should the correct fitted position of driving shaft to throttling bush not have been marked, then the valve must be dismantled from the valve plate, so that the through flow from 'A' to '~. can be verified by compressed air.
Symbolisdte Dlnlellung
SYNSOLIC aAtJRAN •
A
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i
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i{ I i i
"--
iI II
t-----------_.-:I
r.....L
I......
,PIlJO.8U'.W'
..
~
~
NlflLE "IIDrAJDI
.......... ,....
-- r--;~;:~;-""'''''''I-:~=~;;-;:;::;~;;;:--''''-'''''1!Dr;tIW;; .L:::tAiI!i;';=:JiaQg.s~·~st-il RT 58 + 84 MOUNTING INSTRUCTION RL 56 + 90
FLOW CONTROL VALVE (REXROTH) I--.;.;;.. ..- y".;..;;...+----.......- - - I
E 4- 107.Q9,.?Z7
..... 1
.,
3
<
:.
r-";:,,
:"::".:'.:C"'; '·· •. 1.
',t',
- In zero stop (driving shaft rotated in counter clockwise direc tion) no tbrough flow must occur from 'A' to 'B'. When rotating the driving sbaft in clockwise direction, the valve must open after lSo and the tbrough flow in the end stop reach its maximum after 3000 turning angle. - After correctly replacing the driving shaft, insert synthetic bals e and threaded pins 9 and tighten them lightly, so that the cleara~ce in the hexagonal connection is cancelled. - The driving casing 5 must be aligned in such a way, that after tigbte~ing the fastening screws, the driving shaft can be tur ned easily •
.
-
.............
.-. fI=iR;m~5~8~+~84;;:I:Ir;;;;;~::;~::;~::=I:==llull~.,~;.;ar;:~ . .~,.,~.;;.~=E.IO~~~.9f"d
~.
BL 56 + 90
MOUNTING INSTRUCTION FLOW CONTROL VALVE (REXROTH)
IiULZ&R' E 4. 10'7.093.727
WI.....
.... 2
..
3
(
)
(
;~
(
\
)
) leIo_
(
(
4-107. 09J.727
A
To hydraulic motor
A
~
9> 8
{g' A
........
I.
Reflux
T
7
o
"I~
Inlet
I -'
·I~ 8
9
-
1
10
6
~.
1
<
>
"
1
11)<1
_ . _.....
o.........
.._ ....
_ - . _ ~
~...---....-.....__ ::=., ..
z.- =.
-
!lIIIIIl
Iw.IcJot.
_.t'''' """.
~
.. ...
Item 8 & 9 only on valves manufactured after 1.7.83
1)1(1
I
IWl
---
1
I'J
10/
"T58 -84 RL 56 90
I
MOUNTIIICl INSTRUCTION FLOW CONTROL VALVE (REXROTH)
SULZER
IE
14-107.093.727
1
....
Ge. 0...
,,_.
3/1
I
SULZER
JRIVING SHAFT TO THE FLOW CONTROL VALVE OF THE CYLINDER LUBRICATION
RT
Group:
722
Sheet:
1
Dismantling and Assembling
Key to III ustrati on Driving shaft Key Syntheti cs ball Threaded pin 10 Floll Control Valve 11 Floll control valve shaft 6 7 8 9
1 Screll 2 Locking plate 2a End pl ate 3 Spur gear 4 Screll 5 Casing
Should the troublefree functioning of the floll control valve (REXROTH) not be assured for any reason, it has to be exchanged against a nell one. The removal of the valve off its driving shaft and the fitting of the nell one requires particular care, it is therefore recommended to folloll carefully the instructions given herebeloll. The company (REXROTH) lIill take care of reconditioning the defective valve upon request. Di smantl i ng - Loosen the screll 4 and gently try to lift the casing 5 off the valve 10. If this is not easily achie ved the floll control valve is of the neller type IIhich is equipped lIith clearance-free coupling betlleen driving shaft and throttling bush (The valve are manufactured after 1.7.83) - On the nell valves, the spur gear 3 has to be removed. The fastening of the coupling can be loosened by turning back the threaded pin 9. Attention~
When removing the driving shaft the small synthetics ball 8 may fallout.
- It is recommended to mark the correct fitting position for the reassembly after removing the coupling. Assembl ing - In case the correct fitting position of the driving shaft to the throttling bush has not been marked, the valve must be removed off the valve plate to check the through floll from .A to B lIith compressed ai r.
Durchflusskennlinie
FLOW CHARACTERISTIC
(I/trin,)
60-J-r-r--~-~-~-"T"""-"""---"---/----;;II'I
SO-I-+-+--+--+--+---+---+------+-:.."e-----1
S>mbolische DorsteIlung
,0_'
._',
SYMBOLIC DIAGRAM
A •
!• r-
I,
is
'!
Y
r-----.....--' r-~
L ,
iL.
1. A
lOt
--.-...:.:::-_-
L...!l
I .
I
J
/'" l:I / ' ..2 ~ ~ -1-+-+--+---f---+----+--t-7fI'<'---+--------I
!~ 3O-I-i-+_+-_I---+_~/~+-V ~/
_ _--+__----I
2D-1-+-+--+---f---'7'G----+--t----+--------I
//
10 -I-hl---::II-L----lf----lf----l----l----i------I
[//
O-Q--!'I,~.--+,----;.--f-,--+.----+,----.;-,------+,....
o
300
60·
90·
120·
1S00
DrMwiflhi
ANGLE OF R(]fATiON
180·
2400
3000
4-t02215.218
RT
722/la
_ In the zero stop position (driving shaft turned in anticlockvise direction) tay be no flov frol A to B 0 Whe~ turning the driving shaft in clockwise direction the valve should begin to open after 15 and the flow lust reach its laxilul at the end stop after a turn of 300°. _ After correctly fitting the driving shaft 6, insert the siall synthetics ball 8 and the threaded pin 9~ and tighten lightly so that no clearance relains in the hexagon connection. _ Adjust the drive gear casing 5 in such a way that after tightening the fastening screvs 4 the driving shaft turns easily.
I zum Hydraulikmotor TO HYDRAULIK MOTOR
o
0
8
T
Ruck/auf t---1~ RETURN
~ ~II
+
.",.
Eintritt INLET
3 -107. 215.211
5 5
Pos.8 und 9 nur bei
1
Venti/en ab 1. 7. 1983 ITEMS 8 AND 9 ONLY ON VALVES MANUFACTURED AFTER 1.7. 1983
SULZER
RT
PTQ·-GEAR80)~
Checking the Tooth Backlash, Aligning the Gearbox Housing, Checking the running Performance
740
Sheet:
1
Key to III ustrati ons
Tools: 1 Feeler gauge 94122 Lead wire 1.5 mm 0 Oilproof indian ink.
Group:
0-6 Tooth profiles 7 Pinion on Geisslinger shaft 8 Intermedi ate gear 9 Gear on crankshaft a,b,c Lead wires f Backlash f Obliquity
10 11 12 13 14
Bed-plate Col um n Gearbox housing Shims (X-.Jxis Shims (Y-axis
Remark!
~
Before checking the tooth profile parallelity and the tooth backlash 'f' between the pinion 7 on the Geisslinger shaft and the intermediate gear wheel 8, the tie rods of the engine and the pressure studs of the crankshaft main bearings must be fully tightened. For the same reason the tooth backlash and the profile parallelity between pinion 7 and intermediate gear wheel 8 must be checked after the first re commended re-tightening of tie rods according to group 190 sheet 1. Measuring Tooth Backlash with lead Wire - Use a fresh pieces of lead wire Pb 99.9 fine of 1.5 mm dia. for each measuring. -
three lead wire pieces a,b,c,of abt. 200 mm le~gth by hand around the contour of the pinion 7 on the Geisslinger shaft and attach them with scotch tape (see sketches lA' and 'BI).
Pla~e
- Number the pinion profiles in accordance with sketch 'BI. - The middle lead wire 'c' (sketch 'A') serves to verify the tot a 1 too t h b a c k 1 ash If' (sketch 'C'). With the two outer lead wires 'a' and 'b' (sketch 'A') the too t h pro f i 1 e par all eli t y is checked. - The lead wires are turned only once in 0 per a tin g d ire c t ion ing, by rotationg the engine crankshaft.
through the teeth mesh
The total tooth backl ash' f' is cal cul ated from: fcO + ftl or fCl + ft2 respectivel y, etc.
~.=
The obliquity' fl is calculated from the difference in thickness of the squashed lead wires along the bearing tooth profiles: "--' f '" al - bl or a3 - b3 respectively, etc. The admissible deviation of tooth profile parallelity amounts to 0.03 mm accross the width of the pinion. For admissible tooth backlash pl. refer to group 012/sheet 9a. Aligning the Gearbox Housing Should the measured values lie beyond the admissible limits, then the gearbox housing 12 must be re aligned, the shims 13 and 14 adapted and the housing re-dowlled. Changing the thickness of shims 14 by 1 mm in the X-axis (minus or plus) alters the tooth backlash by 0,698 mm (sketch 10'). For such a case of re-alignment the posItion of the neighbouring components must also be corrected.(Couplings,Co.Speed, generator and Power-Turbinel. Checking the running Performance with Ink. To enable judgeing the running performance of the gearbox after re-commissioning, three teeth each of pinion 7 and gear wheel 8 are smeared with a thin coat of oil proof indian ink equally spread. This check of the mating appearance of the teeth is necessary although the re-alignment of the gearbox has been ma de with utmost care, by the use of lead wire. One brand of oilproof indian ink is for example Oykem Lay out Red Ox -296.
L.B.
lOQC::
RT
740/10
Gezeichnet fur Standart - Ausfuhrung rnAWNmRSrnN~RTa~UmN
o
@
z= 15mm
7
----12 13
®
Nicht tragende Flanken NON DRIVING FLANKS ( \",--",
.______7 Ritzel PINION
Tragende Aanken DRIVING FLANKS
4 -107. 240. 111
L. B.
1986
SULZER
RT
PTO GEARBOX
Group:
740
Removing and Fitting the Gearbox Components as well as of the intermediate Gear Wheel
Sheet:
2
Too 1s: 1 1 1 1 1 1
Feeler gauge Depth gauge Connecting branch HP hose Air-Hydraulic HP pump Wi thdrawal device for taper dowel pi ns 2 Ring screws
Key to Illustration 94122 1 Drilling co 1um n 94124 2 Cover 94425 3 Cover 94935 4,4a Beari ng 94942 5 Gear whe&l 6 Geislinger coupling 7 Geislinger shaft (i ntermediate shaft) 7a Pinion 8 Vent screw 9 Waisted bolts 10 Pi ni on shaft 11 Coupli ng ri ng (2-piece) 12 Ho usi r]g upper part
13 14 15 16 17
18 18a 19 20 21 22 23 24 25
Housing lower part Cover Cover Coupling flange Fluid coupling Upper cladding half Lower cladding hi! lf Screws Fixing plate Screws Intermediate ring Bearing Bearing Disc
~
Removing and Fitting the Geis1inger Shaft
25a Screw 26 Sl i ngerr i ng 27 Intermediate gear 28 Intermediate gear bearings 29 Screws 30 End cover 31 Locating dowels 32 Locking strap I a I Connecti ng thread I bI Connecti ng thread , f' Mounting surfa ce 'x I Pressing-on mea sure
For.'removi ng the Geis1inger shaft 7 (Sketch 'A' and 1B') proceed as follows: - Disconnect and remove all connecting piping for oil and, possibly air.
- Loosen all screws to driving column 1 and remove the cover.
- Loosen all the screwed fastenings between housing upper part 12 and housing lower part 13. The hous ing lower part remains fastened to the column of the main engine. - Loosen the screwed fastenings to covers 2 and 3 as well as 14 and 15. - Lift housing upper part 12 with lifting tackle up and take care that the upper part does not jam in the bearing guides. - The Geis1inger shaft together with the two bearings 4 and 4a is now lifted out of the housing lower part with suitable lifting tackle. Take care that the two bearings slide out of their guides without jamming and that the gear teeth are not being damaged. Fitting the Geis1inger shaft is carried out analogous to the removing but in reverse sequence. Removing and Fitting the Pinion on the Geislinger Shaft as well as the Gear Wheel on the Geislinger Coupling (Sketches 'AI and 'BI) After removing the Geis1inger shaft and the removal of the bearing 4 the pinion 7a can be withdrawn with the aid of a hydraulic jack. For this,mount the connecting branch 94425 on the fr~nt face of the Geislinger shaft at connection 'a'. Raise the pressure slowly with HP pump 94942 until the pinion can be pushed off the Geis1inger shaft. Attention! The pinion may suddenly slide off the shaft, it must therefore be secured against a wooden block. For the removal of the gear wheel 5 on the Geis1inger coupling 6 the Geis1inger shaft 7 is placed ver tically on supporting blocks, the Geislinger coupling uppermost, the waisted bolts 9 having first been slightly loosened. Remove the waisted bolts 9. Drive two ring screws into the threads of the vent screws 8 . The Geislinger shaft/coupling assembly can now be pulled upwards out of the gear wheel. For assembling proceed analogous to dismantling but in reverse sequence, thereby pay attention to the following: - Smear the thread of the waisted bolts 9 for screw fastening the gear wheel 5 to the Geislinger coupl ing 6 lightly with Mo1ycote paste G. Tighten all the waisted bolts now diagonally across. (For tigh tening torque please refer to group 013/sheet 2). 0 - Prior to fitting the pinion 7a onto the Getslinger shaft 7 heat the same to 17D-180 C. - Before fitting the pinion make sure that all contact surfaces on the shaft and inside the pinion bore are clean and free from grease.
L. B.
'1
07
740/2a
RT
_ After fitting the plnlon check immediately with the feeler gauge that it rests snug without clearance against the seating surface If I (sketch 'BI). Removing and Fitting the Pinion Shaft For removing the pinion shaft 10 proceed as follows: - Disconnect and remove all connecting piping for oil and, possibly air. - Loosen all screws to driving column 1 and remove the cover. - Loosen all the screwed fastenings between housing upper part 12 and housing lower part 13. (Sketch IAI Housing lower part remains screw fastened to the column of the main engine. - Loosen the screwed fastenings to covers 2 and 3 as well as to 14 and 15 (Sketch IB'). - Lift casing upper part 12 off with suitable lifting tackle, paying attention that the upper part 13 does not jam in the bearing guides. Should a clutch be fitted immediately near the gearbox )e.g. Lohmann + Stolterfoth clutch) then the cou studs to the coupling flange 16 must be removed and the 2-piece coupling ring 11 taken off. To prevent damage to the clutch follow also instructions of clutch manufacturers.
pli~g
Should a fluid coupling 17 be fitted immediately near the gearbox (sketch 'C' e.g.Voith coupling) ceed as follows:
pro~
- To prevent damage to the fluid coupling follow the instructions of its manufacturers. - Disconnect and remove all necessary. connecting piping for oil and, possibly air. - Loosen all screws to driving column 1 and remove the cover. - Loosen all the screwed fastenings:between housing upper part 12 and housing lower part 13 (Sketch 'A'). The housing lower part 13 remains screwed to the column of the main engine. - Loosen the screwed fastenings to covers 2 and 3 as well as 15. (sketch '8'). - Loosen the screwed fastenings to the upper cladding half 18 of the fluid coupling 17 and remove the cladding half. (Sketch 'c'). - Remove the oil drain pipe to the lower cladding half 18a of the fluid coupling 17. - Suspend the lower cladding half 18a by suitable means. - Disconnect screwed connections to the lower cladding half 18a, then turr the cladding half on the cen tring diameter upwards and lift it off. - Loosen the fastenings to cover 14 and remove. - The housing .upper part 12 can now be lifted off with suitable lifting tackle. lake care that the hou sing upper part does nut jam in the bearing guides. - Remove screws 19 and push fixing plate 20 back (sketch '0'). - Remove screws 21 and push back the intermediate ring 22. -.The plhion shaft 10 can now be lifted out of the housing lower part 13 by suitable lifting tackle. Should an air connection be built into the pinion shaft for the clutch actuation, dismantle same befo re removing the pinion shaft. Re-fitting the pinion shaft 10 is done analogous to its removal but in reverse se~uence. thereby be sure to follow the instructions of the coupling or clutch manufacturers. Should it become necessary to inspect bearing 23 (sketch 'BI and 'C') on the side of the fluid coupling 17 or to replace the same, then the fluid coupling 17 must first be dismantled (see group 750/sheet 1 and instructions of the coupling manufacturers).
If the bearing 24 on the side of a clutch have to be removed proceed as follows:
- Drive connecting branch tool No. 94425 into the threaded bore 'b' of the coupling flange 16 (sketch 'E' - Connect HP hose 94935 and hydro HP pump 94942 to the connecting branch.
L. B.
2.87
RT
740/2b
- Fasten disc 25 by screw 25a firmly to the front face of the pinion shaft.
-
~
raise the pressure for withdrawing the coupling flange, until the coupling flange is freely mo vable and, after loosening the screw 25a slides offf the pinion shaft. (Maximum pressure 1200 bar)
- Exceptionally the coupling flange can also be withdrawn by heating it. - Bearing 24 can now be removed. For assembling proceed as follows: Push bearing 24 as well as slinger ring 26 onto the pinion shaft 10. - Keep all contact surfaces in coupling flange 16 and on pinion shaft 10 clean and free of oil. Push coupling flange in cold condftign onto the pinion shaft (sketch IF'). Measure the distance 'X' frOM the front face of the coupling flange to the front face of the plnl0n shaft with depth gauge 94124. (Shrink-on distance). This distance should measure between 10.4 and 12.5 mm. (Any corrections may only be carried out in the flange bore). - Heat coupling flange to 200_220 0C. - ijse disc 25 and screw 25a to press the coupling flange on until it rests against the shoulder of the slinger ring 26. o
- Leave disc 25 with screw 25a fitted until the coupling flange has cooled to abt. 45 C. - Check with feeler gauge whether the coupling flange rests snug without clearance against the shoulder of the slinger ring 26 (sketch 'B~). Reloving and Fitting the cOlplete PTO Gearbox
Should the complete PTO gearbox have to be taken off, then the previously described possible clutch con
nections to the pinion shaft 10 (sketch 'A') as well as all piping connections to the PTO gearbox must
first be removed. Loosen screw fastenings to driving column 1 and remove the cover.
loosen the screwed fastenings between the PTO gearbox and the main engine. The PTO gearbox can then be
lifted away with the crane.
After re-fitting the PTa gearbox to the main- engine the tooth backlash between the pinion 7a and the in
termediate gear wheel 27 must be checked (pl.refer to group 740fsheet 1). The couplings/clutches neig
bouring the pinion shaft 10 must be also checked in accordance with lanufacturers instructions for cor~ .
red ali gnllent.
Removing and Fitting the Intermediate Gear Wheel 27 to the PTa Gearbox
For the removal of the intermediate gear wheel 27 to the PTa gear wheel proceed as follows:
- Remove PTa gearbox complete from the main engine as described above
- Rotate the engine crankshaft so, that the screws 29 fastening the intermediate shaft bearings 28 are _
easily accessible from the crankcase. (Sketch 'B'). - Secure turning gear against accidental starts. - Remove the oil supply pipe to the bearing lubrication of the intermediate gear wheel. - Hount a lifting tackle 'c' in the gear column (sketch 'G').A further steel rope 'd' to be fastened to the crane outside the engine. - Stretch steel rope 'c' taut, loosen screws 29 to the two intermediate bearings 28 and remove together with the two end covers 30. - Remove two each locating sowels 31 in both intermediate gear wheel bearings 28 with the aid of the with drawing tool. - Use lifting tackle IC' together with the crane rope 'd' (sketch 'GI) to lift the intermediate gear wheel together with its two bearings out of the engine. - After the removal of the intermediate gear wheel the two bearings can be pulled off, after dislocating the locking straps 32.
l. B.
740/2c
RT
For fitting the intermediate gear wheel proceed analogous to its removal but in reverse sequence. The two bearings to the intermediate gear wheel must without fail be re-fitted in the original position, as they were exactly dowelled. The intermediate gear wheel must be fitted in such a way that the marking ftORIVING ENOft faces towards the driving end. (Additional information are given in group 410). After the fitting the·tooth backlash must for safeties sake be checked (pl.refer to the clearance table group 012 sheet 9a). Remark: Metallic sealing surfaces on the PTO housing must be sealed with a thin spreading sealing compound.
L. B.
?P..7
~
740/2d
RT
13
® 29
2
30
11
16 26 15 ~-$-
24
28 32
.
,
32 2
:,
••
,,,"
". ,: I
I I
,I, ," ,
"
I "'
I:, , -$-
'I
, II
'30
II
10
"
--_.:::Y ...
~
+
23
" "
31
5
89
40
6 4 -10Z 240,095
L. B.
1986
RT
740/2e
©
10 18
@
22
21
20
19
17
4-107. 240.094
L.B.
1986
740/2f
RT
®
® 'x
'd'
4 -107. 240. 100
L. B.
1986
SULZER
GEISSLINGER COUPLINGS External Inspection for Oil Leaks and constant Venting
RT
Group:
740
Sheet:
3
Key to III ustrati ons 1 2 3 4
O-rings (for shaft sealing) O-rings (for side plates) Nozzles for constant venting Vent screws
In specti on s External Inspection _ It is recommended to inspect the coupling externally for oil leaks in intervals of 1000 - 2000 operat ing hours. Leaking o-rings are easily diagnosed when the coupling is subjected to oil under pressure. _ Constant venting through the nozzles 3 must be guaranteed. The openings of these n~zzles must be clea ned at each inspection. Their free passages may not be enlarged under any circumst~nce! Complete Inspection (Removal, Dismantling) '---" Every 18'000 - 20'000 operating hours a complete inspection should be carried out, whereby part subject to wear are to be replaced. For overhauls the instructions of the coupling manufacturers must be follo wed conscienciously. Extra~Scheduled
Inspections
Should any deffects be noticed on the cranshaft bearings or the gearbox bearings due to the water con tents in the lubricating oil, then it is essential at the next opportunity also to inspect the coupling for corrosion damage or wear at the spring ends respectively. Note: Design and position for the constant venting through the nozzles 3 (see illustration) , can differ depending of the coupling design.
L. B.
1.89
RT
740/3a
- Maintenance on and servicing of the Geisslinger couplings is carried out by: Dr. Ing Geisslinger &Co.
A-5023 Salzburg/Austria
Atteliers et Chantiers de Bretagne
F-44040 Nantes/Cedex FRANCE
Al sthom-Atl antique
Departement Moteurs F-93203 St. Denis FRANCE Etablissement Mecanigue F-44550 Montoir de Bretagne
Oy Wartsil a
SF-20810 Turku 81 FINLAND
A~
Ishikawajima Harima Heavy Insustries Co. Ltd.
Tokyo 100, JAPAN
Niigata Engineering Co. Ltd.
Tikyo 100, JAPAN
Nippon Kokan Kabushiki Kaisha
Yokohama,
Blohm & Voss AG
0-2000 Hamburg 1 GERMANY WEST
A.P.E. Crossley Ltd.
GB-Manchester Mll 20P GREAT BRITAIN
Van Stigt B.B.
Avelingen West 30 NL-4204 MS Gorinchem NETHERLANDS
Eaton Corporation, Insustrial Drives Marine &Diesel Service Pty. Ltd.
L. B.
Operatio~s
JAPAN
Cleveland, Ohio 44144, USA Artarmon, N.S.W. Australia 2064
1986
RT
740/3b
Kupplung im P. T.O ~Getriebe
Kupplung im Massenausgleich Antrieb COUPLING TO BALANCING GEAR
2
COUPLING IN P.
2
3
1
rD. - DRIVE
3
4- 10Z 240. 101
L. B.
1986
SULZER
RT \. .
Efficiency-Booster Removing and Fitting the Hydraulic Coupling as well as the Flexible Pad Coupling Checking the Oil Level of the Hydr. Coupling and the Alignment of the Power Turbine
Group: Sheet:
750
1
-1-------.. . . . - ----...;;;....------------.. . . - ------1
Key to Illustrations:
Tools: 1 Inside micrometer 1 Feeler gauge 1 Mounting device for hydr. coupling 1 Withdrawing device for hydro coupling 1Allen screw 1 Mounting device for flexible pad coupling 1 Withdrawing device for flexible pad coupling 1Allen screw 1 Lever dial gauge with magnetic holder
94101 94122 94751 94752 94752a 94753 94754 94754a
1 Hydr. Coupling 2 Pinion shaft to PTO 3 Hub to flex. pad coupling 4 Output shaft to power turbine 5 Screw 6 Disc 7 Intermediate ring 8 Screw 9 Disc 10 Rubber pads
11 External ring to flex. pad coupling 12a Exhaust gas turbine } 12 Power turbine 12b Planetary gearbox 13 Screws 14 Fixing plate 15 Horizontal set screw 15a Lock nut (self locking) 16 Vertical set screw 17 Waisted screw 18 Screw 19 Lower casing half 20 Rib
To remove the hydro coupling 1 (Voith coupling) from the pinion shaft 2, resp. the hub to flexible pad coupling 3 from the output shaft 4 to power turbine, the hydro coupling must first be separated from the flex. pad coupling as described in group 740/sheet 2. Further the pinion shaft 2 has to be removed as described in group 740/sheet 2 resp. the power turbine, to provide the necessary space for the removal of the couplings. For maintenance work on the above mentioned couplings the instructions of the coupling manufacturer must be followed without fail. Removing the Hydr. Coupling
- Loosen screw 5 (illustr. "A") and remove it together with 2-piece locking plate and the disc 6.
- To withdraw the hydr. coupling mount the intermediate ring 7.
- Drive allen screw 94752a into the thread on the front face of the pinion shaft.
- Mount withdrawing device 94752 onto the hydro coupling as per illustr. 'B'. Smear the sliding portions and
the thread of the withdrawing device with Molycote paste to prevent seizures. - Draw the hydro coupling off the pinion shaft with the withdrawing device. - Unscrew withdrawing device and the allen screw 94752a. Fitting the Hydr. Coupling - Before fitting the hydr. coupling clean its hub bore as well as the shaft portion on the pinion shaft carefully and smear them lightly with Molycote paste. - Push hydr. coupling as far as possible onto the pinion shaft. - Screw mounting device 94751 with stuck-on disc 6 into the thread at the face of the pinion shaft (illustr. 'C'). - Press hydro coupling on with mounting device until it rests flush against the shaft shoulder. (Check with feeler gauge). - Remove mounting device. - Fit screw 5 with 2-piece locking plate and disc 6 and tighten the screw.
L.B.
12.89
750/1a
RT
1110 7
1
2
I
2
98 56
9~752
7
1
14752 a
@
9475~a
10
10 4-107. 240. 710
L.B.
12.89
I
.)V,
RT
1.0
Removal of Hub to Flexible Pad Coupling
Whenever the flex. pad coupling is removed, rubber pads 10 have to be checked.
- Loosen screw 8 (illustr. 'A') and remove it together with the 2-piece locking plate and disc 9.
- Drive allen screw 94754a into threaded hole on the face of the output shaft of the power turbine.
- Mount withdrawing device 94754 to the hub 3 of flexible pad coupling as per illustr. 'D'. To prevent seizures of the sliding parts and the thread on the withdrawing device, smear these with Molycote paste. - Using the withdrawing device pull the hub of the flex. pad coupling off the output shaft to power turbine. - Dismount the withdrawing device together with allen screw 94754a. Fitting the Hub to Flexible Pad Coupling - Before the fitting clean the bore in the hub to flex. pad coupling, as well as the output shaft to power turbine carefully, then smear bore and shaft lightly with Molycote paste. - Push the hub to flex. pad coupling as far as possible onto the output shaft to power turbine. - Screw mounting device 94753 with stuck-on disc 9 as per illustr. 'E' into the thread at the face of the output shaft to power turbine. - With the mounting device, press the hub to flex. pad coupling on until it rests flush against the shaft shoul der (Check with feeler gauge). - Dismount the mounting device. - Fit screw 8 together with the 2-piece locking plate and disc 9 and tighten the screw firmly. Checking the Rubber Pads (see illustr. 'F') The rubber pads 10 have to be checked periodically according to the maintenance schedule visual on their condition and wear as well as cracks. Rubber pads usually wear in steps from the hub to the flex. pad coupling in output direction of rotation of the power turbine. If the pads are worn by more than 3 mm, they must be replaced completely. For the checking and possible replacement of rubber pads the coupling has not to be removed. This entails loosening and removing of screws 13 to fixing plate 14. Now the rubber pads 10 of the power turbine side can be pulled off the grooves and checked. Should this checking not reveal unmistakable wear pattern then all rubber pads have to be checked. For this, loosen the screwed fastening to the external ring of flex. pad coupling 11 and remove it. Then push the external ring in direction of power turbine 12, till the remaining rubber pads are exposed. Take good care, when pushing the external ring back, that the rubber pads (3-part) do not fall into lower casing half 19 (illustr. 'K') of the hydraulic coupling. Consider existing markings on intermediate ring 7, external ring 11 and hub 3 at assembling. Coupling Type Voith 7S0TC contains 42 rubber pads. Coupling Type Voith 866TC contains 60 rubber pads.
3
14
®
13
4 - 107. 240.382
L.B.
12.89
750llc
RT
Oil Level Checking of the Hydraulic Coupling The oil level of the hydraulic coupling has to be checked periodically according to the maintenance schedule. If the hydraulic coupling has been dismantled and overhauled and after re-assembling the coupling it has to be again filled according to the following specified oil quantity and with the oil quality specified by the coupling manufacturer. The same applies, when the oil after a longer operational period no longer fulfils the specifica tion (please refer to the maintenance schedule) or after the fusible plugs had melted. Hydr. coupling type Voith 750 TC Hydr. coupling type Voith 866 TC
Filling quantity Filling quantity
50 It.! 88 It.!
Rotating angle 91/3 screws (64,5°) Rotating angle 71/S screws (54°)
A checking has to be done of the correct oil filling of the hydraulic coupling as described below. For the checking the ship must float in the water as straight as possible. 1. Unscrew the filling plug marked with an oil funnel tube on the hydraulic coupling (on the side towards the
power turbine). 2. Unscrew the topmost fusible plug (on the side towards the PTO gearbox). 3. Rotate hydraulic coupling slowly by hand, until oil just begins to spill out from the bore for the fusible plug.
4. Count the number of screws of the housing binding to the hydraulic coupling starting from the bore for the fusible plug till the vertical line (pI. refer to the illustr. 'G' below). The vertical line has to be drawn from the middle of rib 20 of the power turbine suspension (pI. refer to illustr. 'K') to the flange of the hydro coupling.
Attention: As first screw has to be counted the one which in the direction of counting lies after the section plane through .the bore of the fusible plug. A screw which lies in the section plane through the bore of the fusible plug must not be counted.
5. The oil level must be corrected and then again checked if it does not correspond with above mentioned values. 6. Fit and tighten filling plug and fusible plug.
@
View from PTO Gearbox
Rotating angle
Oil level
Fusible
L.B.
lu
12.89
750/1d
RT
Overhaul of the Power Turbine Overhauls on the planetary gearbox 12b (illustr. 'K') of power turbine 12 must be carried out only by the manufacturer. These overhauls are executed by the exchange system Le. the planetary gearbox due for over haul and sent in is exchanged by a newly overhauled one from the manufacturer. For this reason the over __ hauled planetary gearbox must for mounting again be new aligned to the hydro coupling. The exhaust gas turbine 12a alone, without planetary gearbox 12b can however be overhauled on board ship following instruc tions by the manufacturer (please refer to maintenance schedule).
Attention: Before dispatching the planetary gearbox for overhaul to the manufacturer works, the flexible pad coupling has to be removed as described under "Removal of Hub to Flexible Pad Coupling". Alignment of the Power Turbine (The alignment values and tolerances of the coupling manufacturer may not be applied). The alignment of the power turbine has to be done without oil pressure in the PTO Gearbox. At a new alignment of the power turbine it is recommended to fit the flexible pad coupling without rubber pads. However for a later checking of the alignment the rubber pads can be left in. The alignment of the power turbine proceed as follows: - Place the power turbine on the power turbine support in such a way that distance Xl and X2 (illustr. 'H') between seating surfaces is equal. - For the l-st alignment operation (with reference to illustr. 'H') adjust the axial position and the parallelity of the axes between power turbine and hydro coupling with the help of an inside micrometer. This adjust ment has to be done mainly with horizontal set screws 15 and if necess3ry with vertical set screws 16 (illustr. 'K'). The deviation may not exceed ± O,10mm between the individual measuring points. - The 2-nd alignment operation for coaxiality (illustr. 'J') requires the use of a lever dial gauge. Place the magnetic support of the lever dial gauge on external ring 11 of the flexible pad coupling. Set the lever dial gauge at measuring point cr:> or @ with a slight pre-tension to '0'. - Slowly rotate the hydr. coupling with the flexible pad coupling and note and record the measuring values on four points as shown on illustr. 'J'. Deviations between the measuring points may not exceed the tolerances indicated in the table to illustr. J. Corrections have to be carried out by adjusting horizontal set screws 15 and vertical set screws 16 respec tively (illustr. 'K'). Horizontal set screws have to be beard against the power turbine only, Le. do not tighten so firmly therefore the housing should not be deformed.
Attention! The power turbine has to be so aligned that it finally stays higher than the hydro coupling by the value (Difference of measuring points
For power turbine fastenings which do not feature the vertical and horizontal set screws but realized with packing pieces and locating pins pay attention to the following: 1. The alignment tolerances for the power turbine indicated on illustrations 'H' and' J' respec
tively, must be respected. 2. Power turbines which are new aligned have to be again position drilled and pinned. Should difficulties arise with the pinning of the power turbine, then the locating pins can be omitted. Instead the four side guides for accommodation of horizontal set screws 15 must be fitted (similar to illustr. 'K'). The two side guides on the engine side have to be welded-on. The two opposite side guides however have to be held in place by two screws 18 each (size M16).The flat bars belonging to them have to be welded-on also and serve as a base.
L.B.
12.89
RT
750/1e
L 1. Alignment operations Axial position and parallelity of axes
866TC
750TC
L LA
I
III
I
LB-LD ---1.---11--- - - - -~=F:I=:_::_:::!!t.L.l
~??????????~
Type of hydr. coupling
L
LA
750 TC
243 :t1,5
866 TC
239 :t1,5
New adjustment. measured Measuring poInt
Measuring point
Nominal size
I
LB
I
LC
I
89.7256
:to,10
LB
LA
LD
r---
Tolerance one with another
LC
LD
----r - - - - ---
2. Alignment operations Coaxiallty
Lever dial gauge
~r---II-------
--
r--------------, New adjustment by: Measuring point
Type of engine
G)
0
+0,15 :to ,05 RT 52,58 +0,05 +0,20 RT 62.68,72,76 +0 10 :t0,05 +0,25 RT84, 84M, 84C +0,15 :tO,OS
L.B.
New adjustment, measure Measuring point
G)
0
-0,15 -0,05 :tO,OS -0,20 -0,10 :to, 05 -0,25 -0,15 :to, 05
G)
0
G)
0
Place: Date:
. .
/Slgnature:
Ships name:
. .
Type of eng./Maker: ....•••............... Total running hours of the engine: • of the exhaust gas turbine: • of the planetary gearbox: • of the rubber pads:
. . . .
12.89
RT
t :JUt 11
-t-if+-----------
89.7261
Entrance ports and venting grids of casing for the hydro coupling must be always free.
~
~==~_---16----_==~~
L.B.
12.89
SULZER
RT Too1s: 1 Round bar
Efficiency - Booster Function Checking and Maintenance of the shut-off Flap and the Corner Valve
Group:
750
Sheet:
2
Key to Illustrations 1 Pin 2 Brace dowel 3 Flap 4 Shaft 5 Shaft 6 End position indicator 7 Pneumatic cylinder 8 Guide bush 9 Lever 10 Screll 11 Beari ng fl ange 12 Flange
13 Re-set ring Packing segments 15 (StaufferlGrease cup 16 Orifice 17 Pneumatic cylinder 18 Coupling 19 Val ve spindl e 20 Val ve body 21 Threaded plug 22 Packing unit 23 Stuffing box flange 24 Nuts 25 Bearing bush 26 Ring 14
Shut-off Flaps (Sketch 'A') Every 6-8'000 operating hours should a function check of the shut-off flap be carried out. In case of poor combustion, or inferior fuel respectively should the check occur in shorter intervals e.g. every 3'000 operating hours. For this check pullout the pin 1 and the brace dovel 2 during an operating stop. The flap 3 as vell as the shaft' and 5 including the end position indicator 6 can nOli be checked for easy movement. At the sa· me tiie check also the pneumatics cylinder 7 for ease of movement. Should the flap jam or be movable by hand only vith difficulty then the shut-off flap unit lust be reloved completely. First clean the flap interior from combustion residue. Should after cleaning the flap still not move easily, "remove parts of sutffing box and check their con dition. For this relove the lever 9 from the shaft 4. After loosening and removing the screvs 10 the bea ring flange 11 and the flange 12 can be removed together with the guide bush 8. Check also IIhether the re-set ring 13 to the packing segments 14 is not tightened too hard. Utilize this opportunity to replace the old packing segments by new ones, taking care that the jointing gaps of the packings are alternately . offset by 180°. After re-ass8mbling the shut-off flap re-check it once again for ease of movement•• Should during opera tion a gas leak occur at the packing segments tighten the re-set ring 13 a little more vith the round bar. When doing this make certain that the easy movement of the flap is not impaired. Remark: The (Stauffer)gre~se cups 15 must be tightened at regular intervals during operation. To fill the grease cups use IUltra Thera Pastel. Corner Valve (Sketch 18') The functional check of the corner valve (sketch lD') should be carried out every 6 - 8'000 op~rating hours (see also operation manual group 750). In case of poor combustion, or'inferior fuels respectively should this check occur at shorter intervals i.e. every 3'000 operating hours. If one of these checks shovs that the valve jals or does not shut properly any more, then the complete unit must be removed du ring an operating stop. First clean the valve interior as vel1 as the orifice 16 of combustion residue. If after careful cleaning of valve interior and orifice the valve still moves only vith difficulty then the pneumatics portion of the valve lust be removed. Check the 'pneumatics cylinder 17 separately for easy Movement.
L. B.
a
Q7
750/2a
RT
After having taken off the pneumatic part with coupling 18, remove valve spindle 19 together with valve body 20 and threaded plug 21. Check whether gland flange 23 to packing elements 22 is not tightened too much. Clean bores of bearing bush 25 as well as the spindle shank and smear them with 'Ultra Therm Paste' before fitting. It is recommended also to replace the old packing elements 22 by new ones, taking care to offset the individual packing separating joint by 180 0 • After re-assembling the corner valve cheCk it again for ease of movement. In the event of a gas leakage occurring at the packing segment in operation,tighten the stuffing box flange 23 lightly. The tightening is done by alternate equal turning the nut 24 while checking carefully that the easy movement of the val ve Is not impaired.
9.87
750/2b
RT
14
13
15
10'-_ _~~l==~
5'--I---r7T-/1~
11
12
10
8
15
3
1
2
15 7
4 -107. 240. 102
L.B.
1986
750/2c
RT
®
17
1823
25
19
20
1621
I-I
4 - 707. 240. 70J
LB
9.87
SULZER
4RT76 Eq ui pped wi th BaJaJJEBT
BALANCER l-st AND 2-nd ORDER Fitting, Removing, Tensioning of Roller Chain, Fitting, Removing of flexible Coupling and a Camshaft Section
Tool s: 1 1 2 2 1
Rivet puller 94704 Mounting tool 94705 Locating pin 94707 Rails 94708 Feeler gauge 94122 Lifting tackle
o
Group:770
1
Sheet:
Key to Illustrations 1 2 3 4 5 6 7 7a 8 9
Balancer chest Excenter Chain tensioner Roller chain Spray nozzle Inspection cover Side cover Lower cladding Chain drive sprocket Balancing weights with chain sprockets 10 Chain sprocket with balancing weight
6
11 12 13 14 15 16 17 18 19 20 21 22
Cover in lower cl adding Spindle Upper adjusting nut Spacer ring Tension sleeve Belleville springs Spacer disc Bearing pin Lower adjusting nut Toothed segment Locking plate Stop 1edge
23 Fixing screws 24 Fl exi bl e coupl i ng 25 Oi 1 catcher 26 Co upli ng bolt s 27 Coupling on the camshaft 28 Camshaft section R Eye screw S Supporting surface T Support V Chain lock link X Chain wear measure
Ansicht auf freies Ende VIEW FROM FREE END
;'
,/
T
8
1-101.198.899
About 500 operating hours after commissioning the engine we recommend checking the correct tension of the roller chain and if necessary to adjust it. Further checks on the correct tension should be made periodically after 3000 operating hours. In the same intervals the chain and the chain sprockets should be inspected. The chains must be checked for cracks, seizure traces, seized-up rollers and pins as well as for elon gations due to wear. The admissible elongation is 1.5% of the original length i.e. when 5 links have reached a total length of 515 mm the chain must be replaced. Please ~lso refer to the measuring method on Fig. 'C', where on the totally detended chain lengths of 5 links are measured and the effective length is described as X - Y. The roller chains for replacement must conform to the SULZER specifica tion. 10 Q I,
770 la
4 RT76
The chain sprockets must also be checked for cracks and wear. If the teeth have become sharp
edged'in operation they have to be blunted with a radius of about 1 mm.
Lubrication
The spray nozzles have to be directed exactly between the outer and inner linkstraps of the roller
chain. The spray direction and oil flow have also to be checked at 3000 hours interval.
At the same opportunity check also the nozzles for the continuous venting of the lGeislinger' coupl
ing in the balancer drive (if such is installed), (see Fig. 'F' and group 740 sheet 1).
Removing the Roller Chain
1) Remove the upper and side cladding of the balancer chest.
2) Mount the rails 94708 for the removal of the lower cladding 7a (see Fig. 'B').
Unfasten the cladding 7a, lower onto the rails and pull off by about 460 mm from the engine.
Lift the cladding off on 2 eye screws R.
3) Turn the crankshaft to the crank position as per Fig. IC', so that the balancing weights 2-nd order (9) point vertically downwards (otherwise there is a risk for accidents). Attention! The locating pin 94707 must now be inserted in the guide foreseen in the balancer chest 1 for this purpose, and secured with screws, so that the gyrating mass l-st order (10) is held in this position for the removing of the roller chain (see Fig. 'B' and 'C'). Remove the fuses from the switch box of the turning gear. motor, to prevent any likelyhood of the turning gear being set .into motion while the work is in progress, on the following! Remark: Please refer to Fig. 'C' for the required crank position of cylinder number one. 4) Oetend the chain in the following manner (Fig. 10 1 ). - Remove the toothed segments 20, locking the upper and lower adjusting nuts 13 and 19, by loosen ing and removing the fixing screws 23, which in turn are locked by locking plate 21. - Loosen (turn upward) the upper adjusting nut 13 with a spanner, until the chain has slackened sufficiently. - Gring off the rivetted link pin ends on an easily accessible outer links between the balancing weights. - Pull the chain ends together using a lifting tackle or similar. - Pull off the outer link strap using the rivet puller 94704, and remove the outer link. - Pull the chain out of the balancer with suitable lifting tackle, proceding in reverse sequence as the one described in the following paragraph on the fitting of the roller chain depicted on Fig. 1['. Fitting the Roller Chain 1) Turn the crank of the first cylinder to the position shown in Fig. 'C' and in accordance with in dications on the adjoining table. 2) Make sure that the gyrating mass (10) is secured in the corresponding position as described under (Attention) above! 3) Insert the roller chain in the sequence a, b, c, d, in accordance with Fig. IE' (Weight of comple te chain 470 kg). 4) Pull lose chain ends together (use lifting tackle or similar). 5) Fit new chain lock link and push loose linkstraps lightly onto the chain pins with a hammer.
Locking links already used before may not be re-used a second time.
6) Mount the mounting tool 94105 on the locking link, so that the strong plate rests on the already rivetted side. 1) Tighten the nuts on the tool 94105 equally half turns at a time, until the strap touches the
shoulders of the pins.
8) Remove tool 94105.
9) Rotate the turning gear until the locating pin 94101 can again be removed.
10) Tension the spring in accordance with the instructions in the section "Tensioning Procedure". 11) Fit the lower cladding 1a in reverse sequence to the removal procedure (also the remaining cladding components). 5.84
770/1b
4RT76
®
1
T
+
+
+
+
+
91,708
+
91,708
+
+
+
7cr
11
11-11
/'
R
--1
-/
r
-+-1
1-+-1
I-+-I
7cr
I ll~
. ---::JTf
r--,
1\
T
I-+-I
~91,708
·h
1\
-- 1
91.707
7-707.798.893
10RL
,
i '-oJ
~~~
..
~
~Q,,~'C
~ ':\~~~ ~
©
~ ,\e .- . / / ' ./ 11 i Teil ungen!P ITCHES
"
~
,III Tei lungen!P ITCHES
•
Steuerlel 1enzentrum CAMSHAFT CENTER
Steuerlellenzentrum CAMSHAFT CENTER
• Y/lRN CHAIN verschl ~~sene Kette /"l ~ neue Kette 7 ........... ~'-·""'.NEW CHAly'
- -=
\/
Anslcht auf Antriebseite VIEW ON DRIVING END Kurbe lste11 ung Zyl.· 1 theoretisch 00 n.O.T.P.
neue Kette ~ 0,5 0 n. O.T.P • versch11 ssene Kette '" 359 0 n. O.T.P.
...... ....
!
.~
I
I
'~
-·----1.,:;1:17.198.89,
Anstcht auf fretes Ende VIEW ON FREE END Kurbelste11ung Zyl. 1
theoretisch 2700 n. O. T.P. neue Kette "-' 270,50 n. O.1.P. versch1tssene Kette ' V 2690 n. O.T.P.
• Position fur Werkzeug 9~707 (siehe 770!lb) POSITION FlR TOOL 9~707 (see 770!lb)
POSITION OF CRANK CYL. 1 THElRET ICAL 2700 AFTER TOC NEW CHAIN i"'" 270,50 AFTER TOC Y/lRN CHA IN rv 269 0 AFTER TOC
POSITION OF CRANK CYL. I 0° AFTER TOC THElRET ICAL 0 AFTER TOC ,.., 0,5 NEW CHA IN - 359~ AFTER TOC WlRN CHAIN
~
~I (
(
(
(
I~
4 RT76
770/1d Oberflachen bundig
Stellung in fertig verspanntem Zustand
fOR CORRECT TENSIONING fORCE Of THE CHAIN, SURfACE MUST B£ fLUSH
POSITION WHEN UPPER NUT IS TIGHT
Stutzflache '5'
SUPPORTING SURfACE '5'
Tensioning Procedure 1. Turn engine crankshaft to conform with the indications on Fig. 'C', so that the balancing weights 9 point ver tically downwards. 2. Remove the locking elements on the chain tensioner 3 consisting of toothed segment 20 and locking plate 21. 3. Loosen the lower adjusting nut 19 on the tensioner suf ficiently to permit tensioning of the chain. (about 20 - 30 mm, see Fig. '0'). 4. Tighten the upper adjusting nut 13 on the tensioner until the upper edges of spacer ring 14 and spring cas ing 15 are flush. 5. Turn crankshaft alternately 'Ahead' and 'Astern'. This will cause the spacer ring 14 to move slightly up and down in the spring casing. The average of the two ex treme position should be flushness of the parts mentio ned under 4).
••
..
• I
L -'----- ---r------' .t.
.....
-~
6. Tighten the lower adjusting nut 19 gently by hand to touch the bearing pin 18, lock the nut 19 in this posi tion with toothed segment 20 and locking plate 21. Checking: the upper edges of spacer ring 14 and spring casi ng 15 must still be fl ush. 7. Tighten the upper adjusting nut fully. First by a turn of about 72 0 till the spacer ring binds on the support ing surface'S' (the torque rises noticeably), then 0 tighten the nut further by about 10 ; lock the nut 13 with toothed segment 20 and locking plate 21. 8. The te-tending of the chain is done in the reverse se quence.
3- 107. 198.406
gezeichnet fur RT 58 DRAWN FOR RT 58
1984
.~
I
4"- Kette 4"-CHAIN
I"
~
II
4RT76 l...
~Y>I~V) elI~· elI~ ~I :::::~
::::~::J
~-J
f8~I·
~~
I
~
fUr Massenausgleich 1.... 2. Ordnung FOR BALANCER ,. ~ 2. ORDER
I.
I
~ Ansicht auf Antriebseite VIEW ON DRIVING END
®
I
I I
(+j
(+) ''----/
'-----/'
d
Gezeichnet fUr Massenausgleich 2. Ordnung
1-107. 198. "08 l'
:0
DRAWN FOR BALANCER SECOND ORDER
'"""i "'I
'0)
I
(
(
(
(
,
770/1f
4 RT76
90t.O.5
Freies Ende FREE END I I _-.1..-1. _ _
----
-
----------
I
-----------
VENT FROM ELASTIC
COUPLlNG\
®
~
I
~-...J
C1JO c::
1:Jl,)
:ac
~~
L5~ 0
~C
L5~
I
~i .,,1
Ii
26 27
t~
28
~l
I I
0-107.198.865
Fitting the flexible Coupling or a Camshaft Section When re-fitting a flexible coupling or a camshaft and to ensure proper alignment of the chain in the balancer, pay special attention to the dimension 90 ~ ~.5 mm which must exist between the coupling on the camshaft and the end of the end column, when the axial clearance on the camshaft driving gear wheel is equally distributed. If necessary the camshaft section or the coupling on the camshaft have to be shifted axially (Fig. IF'). The dimension 90:!: 0,5 mm applies also to the driving side of the camshaft. Checking: The crank of cylinder one and the balancing weights must be as indicated in Fig. 'CI.
1984
770/1
4 RT76
Instructions for: 1. Removal of the Flexible Coupling
- Please refer to the removal instruction for the roller chain Sheet 770/1a).
- Remove the coupling bolts.
- Remove the flexible coupling.
2. Removing the last Camshaft Section on the free Engine End - Turn the engine crankshaft so that the crank position of cylinder number 1 corresponds with Fig. 'C', so that the balancing weights are hanging vertically downwards (otherwise risk of accident). - Block the chain sprocket with balancing weight 10 with tool No. 94707 (see removal of the roller chain 770/1a). - De-tend the roller chain. - Support the flexible coupling 24. The oil catcher 25 may be used for this purpose, Fig. 'F'. - Remove the coupling bolts 26. Loosen the hydraulically fitted SKF coupling. - Remove the camshaft section. 3. Removing a Central Camshaft Section - Turn the crankshaft to bring the balancer on the free engine end to its base position, see Fig. 'C'. (Otherwise risk of accident). _ Block the chain sprocket with balancing weight 10 with tool No. 94707 (see instruction for re moving the roller chain 770/1a).
- Loosen the hydraulically fitted SKF shaft couplings.
- Remove the camshaft section.
4. Removing the Gear Wheel on the Camshaft Turn the crankshaft to bring the balancer on the free engine end to its basic position, see Fig. 'c' and block the chain sprocket with balancing weight 10 with tool No. 94707. - Loosen the hydraulically fittted coupling SKF in the direction of the balancer. - Then turn the crankshaft to bring the balancer on the driving end to its basic position, see Fig. 'C', and block the chain sprocket with balancing weight 10 with tool No •. 94707. - Detend the roller chain on the driving end. _ Support the flexible coupling 24, The oil catcher 25 may be used for this purpose. Fig. 'F'. - Remove the coupling bolts 26. Loosen the hydraulically fitted coupling. - Remove the camshaft section with the gear wheel. Remark: When fitting a camshaft section proceed in reverse analogous sequence to the removal! Pay particular attention each time, that the locating pin tool.94707 is removed as instructed (see 770/1a), fitting a roller chain)!
1984
SULZER
4-6 RT
68 76
(with Balancer)84
BALANCER 2-nd ORDER Fitting, Removing, Tensioning of the Roller Chain, Fitting, Removing the Flexible Coupling and a Camshaft Section
Tools:
Group:
770
Sheet:
1
Key to ill ustrations
94704 Rivet puller 94705 Mounting tool 94122 Feeler gauge Lifting tackle
1 2 3 4 5 6 7
Balancer chest Excenter Chain tensioner Roller chai n Spray nozzle Inspection cover Side cover 8 Chain drive sprocket 9 Balancing weights with chain sprockets 10 Deflection sprocket
Ansicht auf Antriebseite
VIEW roWARDS DRMNG END gezeichnet fUr DRAWN FOR
0A
11
12 13 14 15 16 17
18 19
Cover in bo Hom of chest Spindle Upper adj usb ng nut Spacer ring Spring casing Belleville springs Spacer disc Bearing pin Lower adjusting nut
20 21 22 23 24 25 26 27 28 S V X
Toothed segment Locking plate Pin Fixing screws Flexible coupling Oi 1 catcher Coupling bolts Hydr. fitted coupl ing on camshaft Camshaft section Supporting surface Chain lock link Chain wear measure
6 5 r-r;;:==::;::i::~~~~~~::::;::;:;:.:--ifl
6 3
RT76
7
2
6
1
8
~
9 10
11
0-107.198.421
About 500 ooeratinq hours after commissioninq the engine we recommend checking the correct tension of
the roller chain and if necessary to adjust it. Further checks on the correct tension should be made
periodically after 1500 hours.
In the same intervals the chains and the chain sprockets should be inspected.
The chains must be checked for cracks, seizure traces, seized-up rollers and pins as well as for elon gations due to wear. The admissible elongation is 1.5% of the original length i.e. when five links have reached a total length of dimension 'X', the cahin must be replaced ('XI, see table on sheet nO/lb) Please also refer to the measuring method on Fig. IB' where, on the totally detended chain the check measure extends over five links and the effective elongation x-y is established. The roller chains for replacement must conform to the SULZER specification.
The chain sprockets must also be checked for cracks and wear. If the teeth have become sharp edged
from wear they have to be blunted with a radius of about lmm.
17 Rk
4-6 RT
770/1a
Lubrication The spray nozzles must be directed exaclty to the slot between outer and inner straps of the roller chains.
Spray direction and oil flow are also to be checked in the 1'500 hrs. interval.
At the same time the nozzles for constant venting the Geislinger Coupling in the balancer drive (if
equipped with it) have to be inspected (see Fig. 'E' and group 740 sheet 3). Removing the roller chain 1) Remove cover on the balancer case.
2) Rotate engine crankshaft as per sketches lB' and 'B ' resp. so that the balancer weights point ver
l tically downwards (otherwise risk of accident!).
Remove electrical fuses from the turning gear switchboard, thus preventing any likelyhood of the gear
to be"-set into motion while removal work is in progress •
._-_ ... __... _.._--_._--_._--_. -_ .. Remark! The required position of the first cylinder crank varies with the number of engine cylinders and also with the rotation direction of the engine. For the applicable alternative the corres ponding indications are taken from the table Fig. lB'. -
3) The chain is now slackened in the following manner: (Fig. 'Cl) Remove toothed segments 20 locking the upper and lower setting nut 13 and 19 by removing the holding screws 23, which in turn are locked by locking plate 21. Turn upper setting nut 13 with the spanner upwards till sufficient slackening of the chain is attai ned. - Grind off rivetted link pins on a suitably located outer link between the balancer masses. - Pull chain ends together, (using lifting tackles, hoists etc.) - Using rivet puller 94704 pull of the outer strap and remove the outer link. Pull chain out of the balancer case with suitable 1ifting tackle, proceding in reverse sequence as described in the following paragraph for the fitting of a roller chain, depicted in Fig. '0'. Fitting the Roller Chain Turn the crank of the first cylinder as per sketches 'BI and 'Bli resp. to the position shown in the ta
ble (770/1b).
- Insert the roller chain in the seq,uence a,b,c,d, as shown in Fig. Prototypes Enaine tVDe RT58 RTG8 RT7G RT84 Roller chain I Ditch 2'" 3" 3'" 4" Ghain weicht in ka I ka 119 226 322 477
'D'.
Modified Execution RT58 RTG8 RT7G RT84 202
307
470
642
- Pull lose chain ends together (using hoists or similar).
Insert new locking link, and force loose strap with a hammer lightly onto the chain link pins. Previous
ly utilitzed locking links may not be re-fitted a second time.
- Set fitting tool onto the locking link, so, that the solid plate comes to lie onto the already rivetted
side
- Tighten nuts on fitting tool 94705 equally in sequence by half a turn till the strap lies against the
shoulder of the pin.
- Remove tool 94705.
- Using steel block as anwil rivet the annealed link pins.
-
~ow
L. B.
tension the chain as specified in the section 'tensioning procedure'.
6.86
'-/
770/1b
4+6RT
~
Adj"liog oi,gr" I, B,l,o"r 2-od ord'r
Drawn for 4, 5 and 6 Cylinder Engines RT76 clockwise rotating Prototvoes. Modified Executions Enaine tvne RT58 RT68 RT76 RT84 RT58 RT68 RT76 RT84 Roller chain 2t n 3" 3t" 4" 3" 3t" 4" 4t" pi tth I
XI
Max admissible length over 5 pitches 323 1387 1451 1515 611 387 1451 1515 61580 Number of itches ( J*c with chain of prototype RT58 (17tJ* 14t RT68 (16tJ* 14 Number of itches RT76 (15tJ* 13t RT58 (15tJ* 13 RT84 (15tJ* 13t RT68 (14tJ* 12t RT76 (13tJ* llt RT84 (12 J* 11
mm Number RT58 RT68 RT76 RT84
of itches (1 5t J* 13 (14tJ* 12t (13tJ* llt (12 J* 11
1-107.198.863
Worn out chain
~-i--r---- new chai n
~~~--
~
/~~ \
.~.
/
I
\ ( center~ .+--~
-- - -crankshaft
View onto driving end
View onto free end
4-cyl. Engine
4-cyl. Engine
Crank pas. cyl."l thea reti ca 11 y new chain Worn out chain
a. T.O.C. a.T.O.C. a.T.O.C.
5-cyl. Engine Crank pas. cyl. thea reti call y new chain worn out chai n 6-cyl. Engi ne Crank pOSe cyl. thea reti call y new chain worn out chai n
L.8.
Crank pOSe cyl.
0 theoretically 270 0 new chain ~ 270~5 worn out chain - 269
a.1.O.C.
a.1.O.C.
a.1.O.C.
5-cyl. Engine a.1.O.C. a.1.O.C. a.1.O.C.
Crank pOSe cyl.
0 theoreticall y 279 new chain .... 279 ~ 5° worn out chain . . . . 278
a.1.O.C.
a.1.O.C.
a.1.O.C.
a.1.O.C. a.1.O.C. a.1.O.C.
6-cyl. Engine
Crank pas. cyl.
285 0 theoreti call y new chain -285~5° worn out chain -284
a. T.O.C.
a.1.O.C.
a. T.D.C.
6.86
4+6RT
770/1b
Adjusting Diagram to Balancer 2-nd Order Drawn for 4, 5 and 6-cylinder Engines RT76 Anticlockwise rotating Engine Types Roller chain [Ditch I
X'
Modified Executions RT58 RT68 RT76 RT84
2t" 3"
3"
3t"
4"
4"
3t"
4t"
Max.admissible length over 5 pitches 3231387/451 [515 61t387 1451 1515.6i580
mm
Number RT58 RT68 RT76 RT84
Pro to tVDe s RT58 RT68 RT7& RT84
Number of itches ( )*= with chain of prototype RT58 (17t)* 14t Number of itches RT68 = (16t)* 14 RT58 (15t)* 13 RT76 = (15t)* 13t RT68 (14t)* 12t RT84 = (15t)* 13t RT76 (13t)* llt RT84 (12)* 11
of itches (15t)* 13 (14t)* 12t (13t)* llt (12)* 11
.----,---,--- Worn out chain new chain
~/-----~ \
/
\
I
( center~ ~._.~ .
---Crankshaft View onto driving end
View onto free end
4-cyl, Engi ne Crank pas, cyl. 1 theoreticall y new chain Worn out chain
a. T,D.C. a. T,D.C, a, T,D,C.
4-cyl. Engine Crank pas. cyl. theoretically new chain worn out chain
a, T,D,C. a.T.D.C. a. T,D.C.
a. T,O,C. a, T,D,C. a. T,O,C,
5-cyl, Engine Crank pas, cyl. theoretically new chain Worn out chain
a.T,D,C. a, T,D,C. a, T,D.C.
a. T,O,C. a. T,O.C, a. T,O.C,
6-cyl. Engine Crank pOSe cyl. theo reti call y new chain Worn out chain
a. T,D,C. a. T,D,C, a. T,D.C.
5-cyl, Engine Crank pas, cyl, 1 0 351 theoretically new chain - 35°650 Worn out ch::lin -352 6-cyl, Engine Crank pas. cyl. 1 theoretically 345 0 new chain ...... 344 50 Worn out chai n -346 6
L. B.
6,86
770 lc
RT68 76 84
Faces flush before point 6 of description Position in final tensioned state Contact surface'S'
~
Tensioning Procedure (Figs. A, B & C)
~
1. Turn the engine to the crank position according to
the information on Fig. 'B' so that the balancing
mass 9 lies vertically downwards.
2. Remove the locking el ements (20, 21 & 23) which secu re the adjusting nuts 13 and 19. 3. Unscrew the lower adjusting nut 19 by about 20 to 30 mm so that it will not seat during re-tensioning (see Fig. 'G'). 4. Tighten the upper adjusting nut 13 until the top face of the distance ring is flush with the tensioning sl eeve 15. 5. Using the turning gear,turn the crankshaft alternate ly 'AHEAD' and 'ASTERN'. This results in the distance ring 14 moving up and down slightly in the tensioning sleeve 15. Fot the mean value the faces mentioned in point 4 should be flush. 6. Lightly tighten up the adjusting nut 19 by hand and then secure it in this position with toothed segment 20 and locking plate 21. Check: after doing this, the distance ring 14 must still be flush with the tension ing sleeve 15. 7. Fully tighten the adjusting nut 13, i.e. first of all until the distance ring 14 lies on the contact surfa ce '5' of the tensioning sleeve. This can be determi ned by a clearly felt increase of the torque. The an gle through which the adjusting nut has to be tighte ned until it seats is approximately as follows: RT68= 80 0 , RT76= 72 0 and RT84= 65 0 • After the adjusting nut has lorded it has to be tightened through a further ~ before securing it with toothed segment 20, lock ing plate 21 and screws 23.
. .. 23
8. The chain tension is released in the reverse order.
@
18
20 21 23
19
22
gezeichnet fUr RT 58 DRAWN FOR RT 58
nO/ld
@ Ansicht Quf Antriebseite VIEW ON DRIVING END
@
RT58 = (26)* 21 4nzahl Glieder RT68 = (24)* 19 NUMBER OF LINKS RT76 = (22)* 17 RT84 = (19)* 18 )*
=
mit Kette der Erstausfuhrung WITH CHAIN OF PROTOTYPE
Anzah 1 G1ieder NUMBER OF LI NKS RT58 RT68 RT76 RT84
RT58 Anzahl Glieder RT68 NUMBER OF LINKS RT76 RT84
! .;:'.
=
= = =
(35)* (32)* (30)* (30)*
(85)* (82)* = (78)* = (76)* =
=
61 58 58 58
41 40 38 38
4+6RT (L. B)
770/1e
I
"'z
~ ~
~
Freies Ende FREE END
X
Z H
...l
H
c..
...l
til
X X X X
RT58 RT68 RT76 RT84
120 80 90 90
+
0,5 0,5 + 0,5 + 0,5 +
nun nun nun nun
5U
H
~ ~
Ende des Endstanders END OF END COLLUMN
u
l-<
H
Eo<
Q)
'tl
til
j
OJ C
OJ
;J
~
®
+' C C%.. 'H
;J ;;J ....
0
.... Po Eo< +' Po Z
;J ~ :il~>
C
,I
Ii :1
Del
-...
Oil
~~~~~~~~f1;\~0:'00:~
,,~~~+---
----.---.----
I! I,
-----+1ItT
I:II"
II,I
27
28
Gezeichnet fUr RT84
DRAWN FOR
0- 107. 215.259
Fitting the Flexible Coupling or a Camshaft Section When re-fitting a flexible coupling or a camshaft section and to ensure proper alignment of the chain in the balancer, pay special attention to the dimension acc. to the table above which must exist between the coupling on the camshaft end and the end of the end column, when the axial clearance on the camshaft driving gear wheel is equally distributed. If necessary the camshaft section or the coupling on the cam shaft must be shifted axially (Fig. 'E'l. The measure 'X' applies to both the driving end and the free end of the camshaft. '-/ Checking: The crank of cylinder one and the balancing weights must correspond to Fig. 'B' for your num ber of cylinders.
L.B.
9.86
770/lf
4+6RT
Instructions for Removal and Fitting in Connection with Balancer BALANCER
FUEL-AND ACTUATING PUMPS
BALANCER GEAR· WHEEL ON CAMSHAFT
n
,,
Cl 2:
'L
LU
fI
n,
Cl
~
J.'~ If.. I ~ ~ 1 ~ L~I:>
LU
LU
c::: ......
COUPLING FLANGES FLEXIBLE COUPLING
CAMSHAFT
" i..J MIDDLE SECTION COUPLING SLEEVES COUPL INGFLAN GE S FLEXIBLE COUPLING
LA
c:::
Cl
1) Removal of the Flexible Coupling: - Remove roller chain according to instructions on Sheet 770/1a. - Remove coupling bolts (see Fig. 'E'). - Remove flexible coupling (see 770/1e). 2) Removal of the last Camshaft Section at 'Free End': - Turn the crankshaft so that the balancer masses of the balancer at the 'free end' lie vertically down wards (see Fig. 'B'). An accident risk is created if this is not done. - Release chain tension (see Sheet 770/1c). Remove coupling bolts 26 (see Fig. 'E'). The flexible coupling shaft remains supported by the oil collector. Slide the flexible coupling slightly back towards the 'free end' in order to create space between the coupling flanges. - Release the coupling sleeve at the other end of the camshaft section (see Sheet 420/2, 421/0 &421/1g and slide it onto the neighbouring section. - Remove the camshaft section (see Sheet 420/2). 3) Removal of a Camshaft Middle Section: - Turn the crankshaft until the balancer masses of the balance at the 'free end' lie vertically down wards (see Fig. 'B'). An accident risk is created if this is not done. - Release the coupling sleeves at both ends of the camshaft section to be removed (see Sheet 420/2, 420/0 and 421/1g). - Remove scamshaft section (see Sheet 420/2). 4) Removal of the gearwheel on the Camshaft: Turn the crankshift until the balancer masses of the balancer at the 'free end' of the engine lie vertically downwards (see Fig. 'B'). An accident risk is created if this is not done. - Release the coupling sleeve for the gearwheel on the camshaft (see Sheets 420/2, 420/0 &421/1g) and slide in the direction of the Ifree end' onto the neighbouring camshaft section. Now turn the crankshaft until the balancer masses of the balancer at the 'driving end' lie vertically downwards (see Sheet 'B').
Release the chain tension of the balancer at the 'driving end' (see Sheet 770/1c).
Remove the coupling bolts from the coupling on the 'driVing end'. The flexible coupling shaft remains
supported in the oil collector.
- Slide the flexible coupling slightly towards the 'driving end' in order to obtain space between the
coupling flanges.
- Remove camshaft section along with gearwheel (see Sheet 421/4).
NOTE: The mounting procedure for the above parts follows the reverse order of dismantling.
1') Q I,
~.
SULZER
EXHAUST PIPE Adjusting the Belleville Washer Elements on the Exhaust Pipe Mounts
RT
Tools:
Group:
811
Sheet:
1
Key to Drawings 1 Exhaust pipe 2 Insu1 ation 3 Glide lining 4 Support (fi xed) 5 Glide shoe 6 Bypass branch
Various spanners High temperature resistant grease
11
12 13
14
7 Drain cock 8 Blank flange 9 Bellows piece 10 Charge air receiver
15 16 17
M
Lower bearing Lower sliding plate Upper sliding plate Mounting (upper bearing plate) Bo It with Castellated nut and split pin Belleville spring washer pack with cage Ring mark on item 17
1
L TiT---HL------3Illlliiiiiil~rL-.--------'
l. 5
gezeichnet fUr RT 58 DRAWN FOR RT 58
1 Note: Before screwing them in smear all the bolts of the exhaust piping with 'THRED GARD' or 'LOCTITE ANTISEIZE COMPOUND' (threaded holes as well as bolt threads). Non-observance of this precaution will result in binding of the threads. In order to prevent the drain cock 7 from be coming blocked with soot, periodically open it for a short time during service. Do not remove the blank nange 8 unless the engine has to run without the turbocharger (see Service Instructions Manual, Group 059). 3 -107.197. 343
2.84
RT
811/1a As a rule, the exhaust pipe requires no maintenance. At least once a year, however, the of the bolted connections for mounting the exhaust pipe on the charge air receiver have checked. At the same time use a feeler gauge to determine if there has been wear of the friction coating between the mount 14 and upper sliding plate 13 as well as between the ing plate 11 and lower sliding plate 12. Anti-friction coating - projection (in new condition)
=
condition to be Teflon anti lower bear
2 mm
Should minimal wear be detected, the intervals at which the anti-friction coatings on the sliding plates have to be inspected or replaced should be determined at a later point in time. When the engine is cold the spring washers in cage 17 should be so highly loaded that the upper spring washer top edge is flush with the red ring mark 1M' on the Belleville spring washer cage. Secure the castellated nut 16 on bolt 15 with a split pin.
II
2 Expansion 1:'''-''--14
4 - 107. 197. 375
17
/ M
Tellerfeder - Anord nung beach ten ! Note arrangement of the spring washers
4 -107.197. 349
L.B.
2.84
SULZER
RT
HYDRAULIC CONDUITS FOR THE ACTUATION OF THE EXHAUST VALVES
Group:
846
Disconnecting and Mounting the Pipes and Reconditioning the sealing Faces
Sheet:
1
Key to III ustra ti on 1 Suspension device 94833 * 1 I Milling/lapping 94834 device 1 Grease gun 2 1 All en wrench (AF6) 3 CARBORUNDUM Lapping paste 4,4a No. 200 and 500} 5,5a,5b,5c *
=
only necessary for RT76 a.
RT8~
6,6a 7,7a,7b,7c 8,8a 9
Casing head (Ex haust valve hydrau lic header) Exhaust valve cage Actuator pump Steel ring Hydraulic conduits end pieces Casing Shroud O-rings Holding ri ngs
10 Spacer Bolts w. nuts 12 Screw 13 Bolts w. nuts 14 Lantern 15 Simmer-ri ng 16 Flange 17 Allen screw 18 Gri p' 19 Special nut 20 Allen screw 11
22 23 24 25 26 27 27a 28 29
Cover Grease nipple Bearing bush Spi ndl e Milling cutter Allen screw Washer Clamp screw Lapping mandrel
OE Opening SF Spherical sealing surface
DISCONNECTING HYDRAULIC CONDUITS Pay careful Attention to the following Points: '-....-/
- Take particular care that the sealing surfaces "SFI at the pipe ends are not in any way damaged. When separating the connections pull the pipe first axiall y out of the ring 4 or 4a and only then remove it sideways. - Protect the ends of the disconnected pipes by suitable measures against any possible damage and against any entry of dirt. - When removin~ complete conduit sections with the crane, utilise the suspension device (Tool No. 94833). MOUNTING HYDRAULIC CONDUITS Pay careful
Att~Ati9n ..to
the..f.o1J9wing,Poin.ts: ..
- Convince yourself that the sealing surfaces at the pipe ends as well as the seating face in the steel rings 4 or 4a are clean and absolutely undamaged. - Join the pipes to the component connection axially i. e. do not join them up sideways, so that any pos sibility of damage to the sealing surface "SFI is avoided. - Screw the casings 6 or 6a on until landed, then turn them back by about! turn, whereupon the bolts 13' can be inserted and tightened. '--/ - When tightening the bolts 11, make sure that the distance IX· (see Fig. "C") is about equal on both sides.
RECONDITIONING SEALING SURFACES ISF" Should the case occur that the sealing surface "SF" (Fig. B,C or D}requires reconditioning, utilise the tool 94834 (see sheet 846/lc). Remove the shroud from the conduit or push it back sufficiently to permit the pipe being fixed in a vise. Where the spherical sealing surface is only roughened or slightly damaged use the tool 94834 assembled according to Fig. "F". Utilising a tap wrench drive the spindle 25 slowly. Apply some CARBORUNDUM lapping paste from time to time to the lappjng mandrel 29 and while lapping withdraw the spindel 25 in short in tervals to relieve the lapping surface. Use lapping paste No. 200 for pre-lapping and No. 500 for fini shing.
RT (L.B)
1984
RT
Where the damages are more serious it may be necessary to lightly re-mill the spherical sealing surface of the pipe ends utilising the tool as shown in Fig."E". For this purpose mount the milling cutter 26 in stead of the lapping mandrel 29. Rotate also in this case the spindle slowly and apply very moderate pres- _ sure. The necessary milling pressure is achieved by corresponding twisting of the special nut 19 with the grip bar 18.
For both cases utilise the tool in such a position that surplus lapping paste or milling swarf can fall
our through the opening "DE" without assistance. Fix the tool with clamp screw 28.
Prior to each application use the grease gun to inject some grease through the grease nipple 23.
L.B.
lQA4
RT
846/1b
1
®
5
o 7 1
2
7a 5a
SF '----"
13
,@
6a 8a 9 10
©
5b 7b
6a 7c
@
5c DJIm---
12
8
5c
gezeichnet fur RT 68
DRAWN FOR RT 68 L.B.
2 -107. 199.691
1984
846/1c
RT
Friisen mit Werkzeug
MILLING with Tool Nr. 9'83'
®
2 - 107. 199. 687
23a
25 OE 26 270 27
28
Schleifen mit Werkzeug N 9'83' LAPPING with Tool r.
®
2 - 107. 199. 688
L.8.
25 29 OE 270 27
28
1984
Table of Contents -'-"------------------------------- Maintenance Instructions
Clearance Tables
lightening values for Bolt Connection.s
Weights
Maintenance Schedule
WorkSheets
ToolUsts
SULZER
RT
Group:
TOO L S Explanation
9LiO
Sheet:
The tools required for erection and maintenance of the engine are divided into three groups as per the following "Tools Lists": - Standard tools - Recommended special tools - Special tools available on loan. Under "Standard tools" are listed (from page 940-1 onwards) the tools and devices required for normal maintenance work on the engine. Under "Recommended special tools" (from page 940-50 onwards) such tools and devices are mentioned which allow certain maintenance work to be done with more ease and in a shorter time, than with the standard tools. These tools can be ordered separately either with the engine or at a later date "Special tools available On loan" are such tools (shown from page 940-60 onwards) which are loaned for transportation and for erection of the engine. They are to be returned to the engine manufacturers after completion of engine erection. A separate set of tools is issued for the exhaust gas turbo chargers which should also be stored se parately from the engine tools. When ordering additional tools or replacements, the code No. as well as the tool description including engine type must be indicated (see tools lists). Notices for:
1) Arrangement and use of hydraulic presses
-
2) Storing maintenance and spares administra tion for the pretensioning jacks as well as sectional drawings of these. 3) General instructions for usage of pre tensioning jacks.
~
are to be found on the following sheets
-
When oil must be added to the hydraulic pumps, the specification regarding oil quality issued by the pump manufacturers must be followed.
198?
SULZER
68 RT 76 84
JACKS AND PUMPS Arrangement and Application
Group:
940
Sheet:
a
19
900kN
®~ L'£ 100kN (RT lII>odf!/ ~. 230kN (RT 84) lI > 4 ®h'00kN 6 !ll'K ~ 45kN
68. 76)
lII>Y
r:::=:18 :::---17 19
9
ARRANGEMENT OF JACKS AND ACCESSORIES FOR WORK ON CAMSHAFT, SEE GROUP 42l~
1 -107. 197. 397
~i
05"':-19
(]) = Tightening/Loosening-the tie rods, the thrust bolts of the crankshaft main bearing covers,
the connecting rod bolts of the crank pin bearing and the crosshead bearing. (]) =
Removing the Fitting the crankshaft main bearing shells.
(£)
Loosening/Tightening the valve cage in the cylinder head.
=
(]) =
Jacking out the cylinder liners.
(}) = Removing and fitting the crosshead bearing s~lls.
(£)
=
Loosening/Tightening the piston rod screws or -nuts respectively.
® = Loosening/Tightening Qj)
=
the split gear wheel on the crankshaft.
Loosening/Tightening the exhaust valve spindle, the valve seat and the balancer.
SULZER
RT 68 76
JACKS AND PUMPS Arrangement and Application
Key to the Arrangement of the hydro jacks on sheet 940-0
Tool Code No.
ENERPAC
Group:
g~.O
Sheet:
OA
OTC
RARIPRES~
-
RSL-1002
-
YS-120-A
BS-506-RM
HOLMATRA
1 Hydr. jack 900 kn (9 Ot)
94950
CRL-1002
2 Hydr. jack 500 kn (50t)
94936
RC-506
Z-51 F150SU
3 Hydr. jack 100 kn (lOt)
CRC-106
-
C106C
BS-106-RM
4 Hydr. jack 100 kn (lOt)
94937J 94937a
5 Hydr. jack 45 kn (4,5t)
94938
CRC-55
-
C55C
-
6 Locking valve (on jack 94937a)
94939J 94939a
V 66
-
7 Locking valve
V38-L 705-1M with RP3-44
8 HP Oil pump 700 bar
94931
P-462
9 Air hydraulic oil pump 700 bar
94941
10 Air hydraulic oil pump 3000 bar
94942
11 HP oil pump SKF 226400
94931 a
12 Branch piece
94934a
13 Oi 1 branch pi ece
94934
14 Connecting piece
94933
15 Pressure gauge (0-1000 bar)
94932
BPA-20280
TW7000 Y-29-A-2-C RP-1404-2-1C
-
Y-26-LD
RP-703-AG ~
17 Connecting piece
- -
18 Coupling socket
--
CR-400
A-118
Y-25-1
RP3-6A
19 Coupling pl ug
--
CH-604
A-l19
Y-25-3
RP3-68
20 High pressure hose (1800 mm long)
94935
H-909
H2M
Y-21-2
TR2-HS
21 High pressure hose (600 mm long)
94935a
16 Pressure gauge connecting part
24 Double nipple
-
'--'"
1
n
0/
SULZER
RT76
HYDRAULIC PRETENSIONING JACKS Storage, Care and Spares Stock
Group:
940
Sheet:
DB
The pretensioning jacks forming part of the engine tool kit must be carefully stored, when not in use, in a dry, clean place, where they are protected from any damage. They have to be cleaned and greased before storage (the connections must be blanked off with dust caps). When stored for a longer period, or also when extensively used, the rubber O-rings may become hard. We therefore recommend - to ensure correct lorking - to keep allays a number of O-rings and slide rings of the prescribed Quality and dimensions in the engine store. When fitting new slide, rings pay particular care so as not to cause any damage to them. No sharp edged aid or tools may be used for assistance. The sliding rings of the piston joint rings have to be heated in boiling later prior to fitting them! The keys to illustrations belol refer to the pretensioning jacks sholn on the following pages: Tool No. 94145 Pretensioning jack to \ the foundation bolts and ~ generator foundation 1 2 3 3a 3b 4· 4a 4b 4c 4d 11
'-./
Vent SCfSl Relief valve Jack nut Safety ring Lock screl M6 Piston O-Ring } to piston joint ring Slide ring 130 x 125 x 3.8 O-Ring } to rod joint ring Slide ring 85 x 89 x 3.8 Connecting nipple
: Tool No. 94251
Tool No. 94180 Pretensioning jack to the tie rods
Pretensioning jack to the cylinder cover studs
4 Allan screl 3 Allan screl 4 Connecti~g nipple 5 Cylinder 10ler part 6 Cylinder upper part 5 Nut 6 Vent screl 7 Piston 7a O-ring } to piston joint ring 7 Flange ring 7b Slide ring 360 x 352 x 5.8 8 Belleville spring lashers (39 pes. per bolt) 7c O-ri ng } to rod joi nt ring A35.5 x 18.3 x 1.25 x 2.8 7d Slide ring 220 x 2~6 x 5.8 8 Flange ring 9 Bolt 9 Belleville spring lashers 10 Gyl inder (41 pes. per bolt) 11 Piston B45 x 22.4 x 1.75 x 3.05 lla O-Ring l!0 piston joint ring 10 Bolts lIb Slide rin~ 250 x 244 x 5.8 11 Vent screw lie O-Ring Do rod joint ring lld Slide rin~ 125 x 130 x 3.8 Tool No. 94252
Pretensioning jack to the exhaust valve
Pretensioning jack to the exhaust valve cage
1 2 2a 2b 2c 2d 3 4 5
1 2 2a 2b 2c 2d 3 4 5 6 7 8
Cyl inder Pi ston O-Ring } to piston joint ring Slide ring 130 x 125 x 3.8 O-Ring } to rod joint ring Slide ring 70 x 74 x 3.8 Flange ring Bolt Belleville spring lashers 22 pes. per bolt B28 x 14.2 x 1 x 1.8 6 Connecting nipple 7 Nut 8 Belleville spring lashers (4 pieces) B80 x 41 x 3 x 5.3 9 Vent screl
Tool No. 94215
Cylinder Piston O-Ring } to piston joint ring Slide ring 190 x 184 x 5.8 O-Ring } to rod joint ring Slide ring 110 x 115 x 3.8 Fl ange ri ng Conneding-nipple Spacer ring Pulling screl Bolt Belleville spring washers 32 pes. per bolt B28 x 14.2 x l.x 1.8 9 Vent screl 10 Threaded sleeve 11 Locati ng screw 9.84
SULZER
RT76
HYDRAULIC PRETENSIONING JACKS
Group:
g~O
Storage, Care and Spares Stock
Sheet:
Oc
Tool No. 94260
Tool No. 94313
Tool No. 94314
Valve seat withdrawing device
Pretensioning jack to axial damper
Pretensioning jack to the connecting rod bolts
1 2 3 4 4a 5 6
1 2 2a 2b 2c 2d 3 4 5 6
3 6 6a 6b 6c 6d 7 8
7 8
9 10 11
12 13 l3a l3b l3c l3d 14
15 16
Spring dowel pin Drawing screw Clamp plate Clamp ring (multisectional) Tension springs Sti rrup Support Clamp dish Nut Spring plates Connecting nipple Tapped pi n Vent screw Piston O-Ring }to piston joint ring Sl ide ring 150 x 145 x 3.8 O-Ring }to rod joint ring Slide ring 90 x 94 x 3.8 Cyl inder Co.pression spring Compression spring
Cylinder Piston O-Ring }to piston joint ring Slide ring 265 x 259 x 5.8 O-Ring }to rod joint !ing Slide ring 160 x 165 x 3.8 Fl ange ri ng Connecting nipple Bolt Belleville spring washers (31 pes. per bolt) B35,5 x 18.3 x 1.25 x 2.25 7 Vent screw 8 Ring 9 Eye bolt M16
Tool No. 94424
Tool No. 94706
Hydraulic devi~e the camshaft
Pretensioning jack to the balancer
1 la lb 2 3 4 5 6 7 8 9 10
Piston O-Ring } to piston joint ring Slide ring 90 x 86 x 3.8 Ring (two-part) Piston carrier plate A11 an screw Screw Pins Eye bolt Grub screw } Steel ball 11 mm ~ vent Connecting nipple
'-"
Cyl inder Pi ston O-Ring }to piston joint r Slide ring 190 x 184 x 5.8 O-Ring }to rod joint rin~ Slide ring 140 x 145 x 3.8 Vent screw Bolt
9 Belleville spring washers 32 pes. per bolt 23 x 12.2 x 1.25 x 1.85 10 Cover with grip
1 2 2a 2b 2c 2d 3
Cy1 inder Piston O-Ring }to piston joint ring Slide ring 120 x 115 x 3.8 O-Ring } to rod joint ring Slide ring 70 x 74 x 3.8 Belleville spring washers (45 pes. per guide stud) 23 x 12.2 x 1.25 x 1.85 4 Guide stud 5 Nut /" 6 Cover with grip 7 Connecting nipple 8 Retaining ring 9 Tommy bar 0 10 mm
11.84
"
SULZER
RT
HYDRAULIC PRE TENSIONING-JACKS
Group:
General Application Instructions
Sheet:
940
00
For distinct screwed connections differing designs and sizes of waisted bolts or studs are used, which are pre-tensioned by hydraulic jacks. The waisted fasteners have threads which extend over the nut; on this threadend the corresponding jack size is mounted. For each thread of the various waisted fasteners a sui table pre-tensioning jack is suppl ied in the engine tool set. The fasteners are pre-tensioned wi th the pre-tensioning jacks, the nuts are only threaded on manually until seated. Prior to mounting the jzcks the inside thread of the jacks and the extending thread end of the fastener must bo cleaned with extra care. The thread must be undamaged and free working. The thread has to be smeared with MOLYKOTE-GREASE. Working Procedure for I.oosening _ Thread the pre-tensioning jack by hand onto the extending thread end of the fastener to be loosened until it is firmly landed without any clearance on the component part. Now turn back the jack by (generally)! turn. Thp clearance thus obtained between jack and landing face on the component part is essential, before starting the pre-tensioning of the fastener. It enables the loosening of the nut till total relaxation of the fastener in one single work sequence. _ Connect the pump and jack with the liP hose. _ .Open the ventscrew on top of the jack a little (if existing). _ Actuate the hydraulic pump. When the oil flows out bubblefree close the vont screw. The piston of the hydraulic jack has to be now in its neutral position, it must not be situated in either end position. _ Raise the pressure with the pump te 600-620 bar. The nut is now slack, loosen it with the round bar, while keeping the pressure censtant. _ Release the pressure and disconnect the jack from the fastener throad. Working Procedure for Tensioning _ The nut(s) having already been firmly seated mark the position(s) of each of them against the nut lan ding on the component part, use a marking felt pen or similar; the marks arc later a reference for judgeing the correct pre-tensioning. _ Thread-on by hand the pre-tensioning jack onto the protruding thread end of the fastener until it is fully seated without any clearance between the jack and the component part. _ It may be necessary to turn the jack back a little to gain easy access through the slot in the jack cylinder for manipulating the round bar to tighten the nut while the pre-tensioning is progressing.
~
_ Connect pump and jack by the HP hose. _ Open the vent screw on top of the jack a little (if existing). _ Actuate the hydraulic pump. Shut the vent screw when the oil flows out bubblefree. The piston of the hydraulic jack has to be now in its neutral position, it must not be situated in either end position. _ Raise the pressure with the pump, in accordance with the indication on the tightening of important screwed connections (group 013, sheet 1 and 21. _ Keep the oil pressure constant on the specified value and using the round bar tighten the nut onto its seating surface until firmly seated. Check with tbe feeler gauge whether actually no clearance remains between nut and seating. ,/ _ Release the pressure and unscrew the pre-tensioning jack, from the fasteners thread end. _ Check with the referenced markings, whether all the nuts have been turned by the same angle. If marked differences are noted, the tensioning proc~dure must be repeated.
'----'
)
Remark: Concerning the use of air-hydraulic pumps and of thoir maintenance please refer to the makers instructions.
9.88
RT76
940/0e
94145
2
1
3 4
5
30 3b
94180 0-107. 134.603
10
7
9
11 8
7a 7b
1-107.198.415
M160
94215
8 l1b
9 10
2 - 107, 198.422
·5.84
RT76
9I,O/Of
94251 6
7
5
-' 2a
3 /
2
2b
2c 2d
1 ~
2-107.197.015
94252 5
-$:
6
9
"
J "--'
2 2a
1
2b
2c 2d 11
-10
~-+-_-----L..:...1-107.197.080
1984
RT76
940/0g
94260
~.a /3b/ 13
U
3d
.~13c
15
16
9
8
7
6
5
0-107. 199.692
94313
~-9 ~-8
-H--+-.-.
1~--4
"l'-. .....- -
3
B---2b 2 - 107 199 696
9.84
RT 76
940/0h
94314
8
9
10
3-107.159.018
94424
I-I
7b
1
2
3
2 - 107. 198.419
9. 84
940/0i
RT 76
94706
6
-1---7
-(
,--3
1
3 -107. 198. '28
11 .84
List of Tools for RT76 Engines Description and a lication
Code No.
940-1
Sketch
Open end/ring spanner 2 Pieces
"
"
"
II
"
"
" " If
SW SW SW SW SW SW SW SW SW SW SW SW SW SW SW SW SW SW SW SW SW
7 8 9 10 11 12 13 14 17 19 22 24
27 30
32 36
41 46
50 55 60
Spanner type 100 1 Piece
"
"
t1
"
"
"
"
" "
.
SW SW SW SW SW SW
65 70 75 95
105 110
Spanner type 115 1 Piece
SW 185
1984
List of Tools for RT76 Engines Description and application
Code No.
Sketch
940-2
Spanner type 310 1 Piece
" " "
" " "
SW SW SW SW
17 19 22 24
Spanner type 330 1 Piece
" "
" "
"
"
" "
" "
"
"
"
"
SW SW SW SW SW SW SW SW SW SW SW
27 30 32 36 41 46 50 55 60 65 70
sw sw sw
75 85 95 110 115
SW
sw
1 Impact ring spanner AF 130
Spanner type 360 1 Piece
SW 19
••
()
Code No.
Tool List for RT Engines (L.B.) Description and Sketch 940-3
application Box spanner type 410
1 off
AF
" " " " " "
" " "
8/10
13/17
19/22 24/27
Socket spanner type 420
1 off ~
AF
"
30 32 36 41 46 50 55 65
x x x x x x x x
190
190
220
260
300
350
350
350
-Eye bolt 6 off 6 off 6 off 6 off
Ml0 M12 M12 M16
x 90 (RT58)
x 125-(RT68)
x 125 (RT76)
x 145 (RT84)
1 bar for type 420 AF 65
box spanner
5.84
Code No.
Tool List for RT Engines (L.B.) Description and Sketch 940-4 application Spanner type 450
1 off
AF
" " " "
" " " "
" " " " "
"
" "
" "
11
12
14
17
19
27
32
41
50
60
Allen key type 460
AF
1 off
" "
"
"
5
6
8
10
12
14
17
19
22
24
27
Screw driver type 110
1 off
" "
"
" "
" "
"
" "
b b b b b b
= = =
6,5 mm 8 " 10 " 13 " 16 " 18 "
~j¥)
Right angle screw driver
type 410
1 off
" " "
" " "
b b b b
=
10 mm 13 " 17 "
25 "
1983
,----,'
List of tools for RT76 Engines Code No.
Description and a lication
"Seeger" Circlip pliers
1 pes.
" "
1 pes.
"
Type A 1
" "
" "
"
Sketch
940-5
A 2 A 3
~ ~ ..
.. !
.
Type J 1 " J 2
" "
"
J 3
Eye nut 4 pes. M 45 (for the suspension of the fuel injection pump)
Eye screw 8 pes.
M 10 M 12 M 16 M M M M
4
20 24 30 36
M 48
1984
Code No.
Tool List for RT Engi'1es (L. B. ) Description and Sketch 940-6 application
Grip screw 2 off
" " " "
" " " "
4 5 6 1'-1 8 M 10
M M M
x x x x x
150
150
150
150 150
(~ -----
~(!l~ .
Extracting device for ta pered and cylindrical do wel pins
1 off II
II
"
II
"
II
M M
~-
6
8
M 10
M 12
Jacking screw 4 off "
II
M 16 x 160
M 20 x 100
High-pressure grease gun For the grease nipples on
the fuel injection pump
regulating linkage
1983
Tool List for RT Engines (L.B.) Description and Code No. application
94101
940-7
Sketch
1 Inside micrometer with case ("measuring range 50 1010 mm)
Accessory: 94101a
3 Extension (also used for adjust ment of the camshaft drive and PTO gear wheels)
j-M20 94111
~l .
1 Suspension bracket for lifting main bearing
cover
Incl. 4 bolts
r-----:"
94113
1 M12 eye bolt for remo ving the main bearing shells
94115
3 Tommy bars RT58/RT.76 4 Tommy bars RT68 3 off each for turning of the nuts etc. when using a pretensioning jack
RT58 ¢ 6; 14,6; RT68 ¢ 6; 8 RT76 ¢ 8; 14 RT84 ¢ 8; 14
140 - - _ - J
20 14,6; 20 20 20 /
10.84
Tool List for RT Engines (L.B.) Code No.
94117
Description and application
940-8
Sketch
1 Roller support for remo ving main bearing, com prising: 1 Support 1 Roller 1 Eye bolt
114
1 Split pin 5 x 56 1 Bolt M 30
1 Pin
94118
¢
35
1 Device for removing the main bearing shells
x ==
270
(RT58)
X
320
(RT68)
X
375
(RT76)
X
== 410
(RT84 )
z::
x
94119
2 Wire ropes for removing main bearing shells X
2700 mm (RT58)
X
X == 3200 mm (RT68) X
3700 mm (RT76,RT84)
5.84
Tool List for RT Engines (L.B ) Code No.
Description and application
94122
1 Feeler gauge
94123
1 Special feeler gauge for main bearings
Sketch
940-9
/
I
6~O~~rfP·
~
94124
625---·~r
1 Depth gauge
Measuring range to 250 mm ~
.......,~
~
~.~~ ~ ......
94126
~
'.
1 Depth gauge
Measuring range RT 58, 68, 76 RT 84
= =
500 mm 700 mm
11.84
Tool List for Code No.
Description a lication
940-10
(L.B.)
Sketch
x 94141
1 Support for removal of the main bearing shells X X X X
941215
=:
132 132 150 150
mm mm mm mm
(RT58)
(RT68)
(RT76)
(RT84)
1180 1325 1556 1725
mm mm mm mm
(RT58)
(RT68)
(RT76)
(RT84)
1 Turning-out stud with nut for removal of thrust bearing pads (For engines with gear wheel for camshaft drive fit ted on thrust bearing flange
X X X X 94155a
(RT58)
(RT68)
(RT76)
(RT84)
1 Casing cover (only supplied when en gine is fitted with a PTO) X X X X
94155
mm mm mm mm
1 Pre-tensioning jack for foundation bolts X X X X =
94146
872 1036 1150 1286
= 155 =
mm (RT58)
175 mm (RT68)
185 mm (RT76)
190 mm (RT84)
1 Turning-out device for removal of thrust bea ring pads (For engines with gear wheel for cam shaft drive fitted on crankshaft coupling flan ges)
X X
=:
300 mm (9+12 RT76) 316 mm (8+12 RT84) 1.85'
List of Tools for RT76 Engines Code No.
Description and application
Sketch
940-11
94180
2 Hydraulic pre. tension ing jacks for the tie rods
94201
1 Transport device for
cylinder liner with cy linder jacket
94202
1 Suspension girder
94203
2 Web support
••
~~--445
---94206
94204
1 Jacking girder
94205
1 Jack support
94206
2 Suspension straps with
2 screw
94207
2 Special screws for fas tening the straps
94206 to the cylinder
liner
h----.--=~----.-:.'~
942 ~
1
c:::::::r
'"li
94205
1984
:c21
940-11a
Sketch
1 Hydraulic tensioning de vice with connecting
parts for tensioning the
cylinder head stud
bolts:
a b
94224
ist for RT Engines (L.B.)
ana
Code No. 94215
!
tensioning jacks
= air
hydro pump (see
also Sheet 940-41,
Code No. 94941)
C ::
high-pressure hose
d
compressed air hose
30 m long (also use
for tool No. 94264)
e
suspension device
Ladder for measuring cy linder liner bore x
= 3050
mm
(only for RT76 and RT84)
94225
1 Calibration guide for measuring cylinder liner bore (together with micrometer, see 94101)
I"
X 51
]
x = 2125 mm (RT58)
x :: 2410 mm (RT68)
2650 mm (RT76)
x x = 2900 mm (RT84)
94238
1 Set of feeler gauges
(10 blades) for checking
bearing clearances
blade length = 600 mm
blade thichness = 0.05
0.10-0.15-0.20-0.25
0.30-0.40-0.50-0.60
0.80 mm 12.87
List of Tools for RT76 Engines Code No.
Description and a lication
940-12
94250
1 Gland bore cover plug, including 4 latches with spring washers, nuts and heavy roll pin X = 395 mm
94251
1 Pre-tensioning device for the exhaust valve X = 214 mm
94252
1 Hydr. pre-tensioning device for the valve cage consisting of: 4 Pre-tensioning jacks and connecting stirrups X = 1020 mm
Sketch
Ii
II
II
II
1984
List of tools for RT 76 and 84 Engines Code No.
94259
Description and application
1 Pressure pin to the exhaust valve RT76 RT84
94260
L= 642 L= 692
1 Valve seat fitting device RT76 RT84
94262
L= 535 L= 575
1 Valve seat removal device RT76 RT84
94261
Sketch
940-13
L= 640 L= 680
1 Valve protection (only for transportation of a complete exhaust val ve is it necessary to mount the protection) RT76 RT84
L= 595 L= 650
L
9,84
\ Code No.
List of (Description and
!application
194263
11
Fitting and removing
I,
l'
vice for the guide consisting of:
,1,,1- .
2 Screw
Ef~
i
Engines
---~---:-~-~;';"'--F;;;';;"~~';";"'~~~------,"_'" .. ,~ ..~
Sketch
,
;....-----+-...:..:---------.....&---r'--...L..----------------·~~·i
\
I ! ~
I
2 Nuts
\~. ~
I ,l .~
I
"94265
11 Suspension
device to the
Cylinder head
to that
3 Caps 'a'
for protection of
cylinder head studs
94266
1 Suspension device to the
valve cage
I
I
@ 94267
2 Jacking devices for the valve cage
I
I !
I
L-_....L...-
L....-
..
,_J
Tool List for RT Engines (L.B.) Kode No. 94269
Description and application
940-15
Sketch
Hydraulic tightening de vice for nut of the fuel injector nozzle comprising: a) 1 Special spanner b) 1 Hydr. jack
(e.g. ENERPAC type RC-55)
c) 1 High-pressure oil hand pump (e.g. ENERPAC type P-14) (accessories for
L'ORANGE test stand 94272)
94270
1 Device for overhauling
the fuel injector seat in the cylinder head
94271
Protection cap for fuel nozzle
RT 58/68 . 3 Pieces per cylinder
RT 76/84
4 Pieces per cylinder
X=60mm
1.89
Tool List for RT 76 Engines Code No. 94272
Description and application
1 Valve testing stand l'ORANGE Type GXO-G004 For setting and testing of; Fuel injection valves, (the circulating valve for separate testing) Relief valves of the cylinder heads Relief valves and static pres sure regulating valves of the fuel injection pumps.
x ==
94273
Sketch
940-16
1100 mm
1 Mounting angle for fix ing the fuel injection valve on the l'ORANGE test stand
x = 320 mm
94274
1 Screwed connecter piece with blow through valve and hose connections for the setting and testing of a fuel injec tion valve.
b
X = 230 mm 94274a 94274b
94274c
Additional parts: 1 Copper bend piece 1 Hose piece 1 m long
1 Testing device for the circulating valve X =
150 mm
8.86
Tool List for RT Engines Code No. 94275
rescription and application
940-17
(L~
Sketch
1 Hosepipe 1400 mm long
(1500 bar) for testing:
- fuel injector
- fuel injection pump
relief valve
- cylinder head relief
valve
- Static pressure regu
lating valve of the
fuel pump
94276
1 Testing head for test
ing cylinder head re
lief valves
x = 370 X = 445 X = 490 X = 530
mm mm mm mm
(RT58)
(RT68)
(RT76)
(RT84)
94277
1 Testing head for tes
ting the fuel injection
pump block relief val
ves
94278
1 Valve seat· grinding
device GC?mpl.
Accessories:
94278a
1 Pilot
94278b
1 Clamping bracket
94279
1 Gauge
for checking the ex
haust valve seat wear
5.84
Tool list for RT-Engines (L.B.) Code No 94290
Description and ap lication
940-18
Sketch
Exhaust valve retaining
frame with swivel device
(To be used when dismant
ling-, assembling or grin ding)
RT58 RT68
1200 mm RT58
1200 mm RT68
X
X
I---------X------~
x = 1500
mm RT76
1600 mm RT84
X
1--------
94292
1 Gauge
for checking the wear of
exhaust valve head
X X X X
= 80 = 85 = 90 = 100
mm mm mm mm
RT58
RT68
RT76
RT84
o 1----
94293
L.B.
X --------i
X
-----<-.
1 Special spanner for re
moval and fitting of
starting valve seal in
cylinder head
1.85
Tool List for RT Engines (L.B.) Code No. 94294
Description and Application
Sketch
940-19
1 Device for tensioning
the spring of the star
ting valve, consisting
of:
1 Plate 2 Tensioning screws X 253 mm (RT58)
X 203 mm (RT68)
X 253 mm (RT76)
X ::: 253 mm (RT84)
><
(RT58) (RT68) (RT76) (RT84)
94296
2 Jacking screws for the withdrawal of the star
ting valve from the cy
linder head
for RT58, RT76, RT84
94296
1 Jacking device for the starting valve, with
M 16 M 10 M 12 M 12
Jl
2 Screws for RT68
94305
1 Checking set (in wooden
box) for measuring the
crankshaft deflection.
,e
l-----~--
94311
364
~~ .-1
1 Suspension device for
the connecting rod Including 4 screws X X X X
::: ::: :::
350 410 460 530
mm mm mm mm
(RT58) (RT68) (RT76) (RT84)
5.84
Tool List for RT76 and 84 Engines Code No.
94312
Description and application
Sketch
940-20
1 Suspension bracket for piston of axial damper (Only supplied for
engines with axial
damper)
94313
1 Pretensioning jack for tensioning the central} located tension bolt of axial damper
~
('0")
--+--+
(Only supplied for engines with axial damper)
94314
2 Pretensioning jacks for tensioning of lower and upper connecting rod bolts
x
121 238 mm (RT76) X = 121 248 mm (RT84)
x
94317
2 Holding brackets for lower connecting rod bearing incl. each 2 bolts M24
and
I threaded tube of
1300 mm length
><
1
L.~
List of tools for RT76 Engines Code No.
Description and application
Sketch
940-21
94319
1 Holding stirrup for se curing the bearing upper parts of the crosshead bearings dur ing a bearing inspectio
94320
3 Supporting pipes to prop up the crosshead during a bearing inspec tion: 304 mm 1 pc. L L 456 mm 1 pc 608 mm L 1 pc
.' .. ".:J' 0
---
0•
.. '/; L
(a)
( b)
94321
94322
3 Intermediate pieces to raise the base of the qydnaulic jack for a crosshead bearing ins pection 24 mm ( a) L 1 pc 162 mm (b) L 1 pc L = 314 mm (b) 1 pc
1 Fastening device for the connecting rod shank
L
o 1 - - - - - - 1510 - - - - - I
94323
4 Stop pins to prop-up the crosshead guide shoes when removing or fitting a connecting rod or a crosshead
94324
1 Suspension device for the crosshead, with or without the connecting rod. It also serves as filler piece or oil spa ce sealer on the cross head, when the engine has to be operated with out that respective working piston.
944----
5.84
List of tools for RT76 Engines Code No.
Description and application
Sketch
940-21
94319
1 Holding stirrup for se curing the bearing up per parts of the cross head bearing during a bearing inspection.
94320
3 Supporting pipes to prop up the crosshead during a bearing ins pection 1 pc L = 354 mm 1 pc L = 506 mm 1 pc L = 658 mm
~
.
~.
.--1
~
L
'"--,,
(b)
94321
94322
3 Intermediate pieces to raise the base of the hydraulic jack for a crosshead bearing ins pection 24 mm (a) 1 pc L 1 pc L = 162 mm (b) 1 pc L = 314 mm (b)
1 Fastening device for the connecting rod shank
94323
4 Stop pins to prop up the crosshead guide shoes when removing or fitting a connecting rod a crosshead
94324
1 Suspension device for the crosshead, with or without the con necting rod. It also serves as filler piece or oil space sealer on the crosshead, when the engine has to be opera ted without that res pective working piston.
K.Kstg.
'-"--L
o 1510
1984
Tool List for RT Engines (L:B:) Code No.
94329
Description a lication
940-22
Sketch
1 (Impact) spanner for
tightening the connec
ting pieces of the pis
ton cooling telescoping
pipes in the piston rod X 290 mm (RT58/68) X = 295 mm (RT76/84)
94330
1 Template gauge for
checking the parallelity
of the piston cooling
telescoping pipes
X X X X
94331
205 230 = 255 = 275
mm mm mm mm
(RT58)
(RT68)
(RT76)
(RT84)
><
1 Pressure testing device
for the working piston
consisting of:
a) 2 Pressure test nip ples with O-ring
b) 1 Brazing ring to c
c) 1 Vent valve X X
=
S\II 50 (RT58/68) S\II 70 (RT76/84)
56 mm (RT58/68) 70 mm (RT76/84)
5.84
Code No.
Tool List for HT Engines (L.B.) Description and <)110- 2) Sketch application
94))8
1 Tensioning device for
fitting and removal of
piston rings
94339
2 Clamping devices for
piston cooling teles copic.pipes (when trans porting a piston or
during piston removal)
X X X X
94:)4:1
= = = =
576 676 756 8)6
mm (RT
mm (RT mm (RT mm (RT
58)
68)
76)
84:)
1 Piston suspension bracket X = 4:)9 X 576 X 567 X 520
RT 76 mm mm mm mm
(RT (RT (RT (RT
58) 68) 76) 84:) RTS8 RT 68 RT 76
r
--1--'-' .
\'
x
- RT
8~
x
L.B.
9.87
List of Tools for RT76 Engines Code No.
94342
Description and application
Sketch
940-24
1 Inserting funnel cone for fitting the working pistons
970
94343
1 Inserting cone for pis ton rod
94345
1 Eye screw for suspend ing piston rod
94346
1 Centring disc with wel ded-on sleeve for guid ing the piston rod through the crosshead pin
......
:;00
. -..:
f 0
<"'
1
__ 155 __
94348
1 Threading tap for remov ing the soot from the threaded holes on the top pf the working pis tons
94350
2 Brackets for resting the working piston on the upper walk-way.
1984
List of Tools for RT76 Engines Description and application
Code No.
94342
Sketch
940-24
1 Inserting funnel cone for fitting the working pistons
970
Inserting cone for pis ton rod
94343
1
94345
1 Eye screw for suspend
ing piston rod
94346
......
1 Centring disc with wel
ded-on sleeve for guid ing the piston rod through the crosshead pin
,
-..::
f co t'
t
10-- 155 __
94348
1 Threading tap for remov ing the soot from the threaded holes on the top pf the working pis tons
94350
2 Brackets for resting the working piston on the upp~r walk-way.
1984
List of Tools for RT76 Engines Code No.
94356
Description and Application
940-25
Sketch
1 Tightening device for
loosening/tightening
the piston rod nut or
the piston rod screw
respectively, consist
ing of:
a) 1 Holder for the hy
draulic jack
b) 1 Special spanner
with spanner hold
ing pin ' c '
(In addition required,
HP oil pump and jack as
shown on sheet 940-0
and -Oa)
94363
2 Long jacking screws to separate the piston upper part from the lower part
94364
2 Screws for separating the piston rod from the piston lower part (uti lizing also jacking screw 94363)
I
(UI~LIIII!II !~;;;;;;;;;;~~
....- - - - - - - 450
94366
1 Template for piston top
outline X == 812 mm
--------j
f----------,x--------.-l
L
)
6.87
Code No.
Tool List for RT Engines (L.B.) Description and Sketch 940-26 application
94381
1 Draw bolt for the pisto
cooling stand pipes
incl. 1 collar nut
94391
2 Sealing covers for blan .
king off the piston
cooling pipe glands (fo
emergency running)
each comprising:
~
1 Cover with gasket 2 Latches 2 Nuts with spring
washers
2 Heavy type dowel pins X
95 mm (RT58)
X =
95 mm (RT68)
X = 100 mm (RT76)
100 mm (RT84)
X
94395
2 Sealing plugs for clos _ ing off the piston cool ing chest (for emergency running) 83 mm (RT58)
X X
=
83 mm (RT68)
X X
=
90 MM (RT76) 90 mm (RT84)
Lx
5.84
List of tools for RT-Engines (L.B.) Code No. 94410
Description and application
Sketch
940-27
2 Adjusting devices to the intermediate gear wheel X 245 mm (RT58) X 245 mm (RT68) X 250 mm (RT76) X 250 mm (RT84)
><
In addition 8 pins (ex changeable) for interme diate gear wheel for the P.T.O.-transmission (if provided) Inside mic rometer, see 94l0la. 94412
1 Tightening device for the gear wheel on the crankshaft, consisting of:
944l2a
1 Socket spanner
X = 634 mm, AF70 X = 798 mm, AF80 X = 824 mm, AF85 X = 930 mm, AF95
944l2b
944l2c
1 Spanner
X = 235 X = 370 X = 405 X = 541
mm, mm, mm, mm,
1 Plate with X = 450 mm X = 507 mm X = 560 mm X = 584 mm
AF70 AFSO AF85 AF'35
(RT58)
(RT68)
(RT76) (RT84)
(RT58)
(RT68)
(RT76)
(RT84)
x
/'
/
....
X
2 pins
(RT58)
(RT68)
(RT76)
(RT84)
11.84
List of Tools for RT Engines (L.B.)
Code No.
Description and application
Sketch
940-27a
1 Device for removal and
fitting of a fuel cam
comprising:
94416
1 Retaining stirrup 740 mm (RT 58)
910 mm (RT 68)
890 mm (RT 76)
H2O mm (RT 84)
X X X X
X
94417
1 Lifting device X X X X
94417a
= 768 = 878 = 966 = 1060
mm mm mm mm
(RT (RT (RT (RT
58)
68)
76)
84)
In addi tion:
2 pins x
94418
1 Support X X X X
94419
= =
550 650 700 780
mm mm mm mm
(RT (RT (RT (RT
58) 68) 76) 84)
,
..II
/ X
1 Clamping bolt X X X X
=
55 55 65 65
mm mm mm mm
(RT (RT (RT (RT
58)
68)
76)
84)
1984
List of Tools for RT76 Engines Code No.
Description and application
Sketch
940-28
94420
2 Holding stirrups to block the camshaft driv ing gear wheel
94421
Mounting device for re moving and fitting the camshaft driving gear wheel on its shaft jour nals, consisting of: 2 Supports 2 Screws 'a' 2 Screws 'b'
94422
2 Holding straps for blocking a camshaft section
= cc cc
94423
Mounting device for re moving or fitting a cam shaft section, consistin of: 2 Supports 2 Nuts 'a'
1984
Tool List for RT Engines (L.B.)
Code No.
94424
Description and application
Sketch
940-29
1 Jack. Tool for pulling all the press fits into camshaft X
400 mm (RT58)
X
479 mm (RT68)
X
510 mm (RT76)
X
540 mm (RT84)
M14xl,5
94425
94425
94426
1 Connecting piece for pulling the press fits onto camshaft M 14xl,5 co
o
94426
1 Connecting piece for pulling the press fits onto camshaft X
= 210
M16xl,5
mm (RT58)
X
233 mm (RT68)
X
233 mm (RT76)
M14xl,5
94427
1 Connecting piece for settling the fuel and actuator cams
III 22xl,5
1. 1 . _ .
-
-
138
---41-1
5.84
Code No.
94428
Tool List Description and application
(L.B. )
Sketch
1 Centering disc for posi tioning the jacking tool 94424 on the camshaft when pulling on a flange coupling of the balancer or torsional vibration damper X 230 X 270 X = 300 330 X
mm mm mm mm
><
(RT58) (RT68) (RT76) (RT84)
,eOO 94429
1 Hose pipe (1500) bar
94430
1 Device for cutting out an actuating pump (1 off per pump)
94431
1 Suspension strap for the actuator cam and the fuel cam with 1 screw
94432
1 Gauge for setting the cams X 390 mm X = 450 mm 510 mm X 545 mm X
(RT58) (RT68) (RT76) (RT84)
I I
i
_ i
:d
I
I
I
1/ 11.84
Tool List for RT Engines (L.B.) Code No. 94451
Description and application
Sketch
940-30a
1 Extracting device for starting control pilot valve bush comprising:
c
a) 1 Flange b) 4 Threaded bolts M12 c) 1 Jacking screw
I
.
~
94461
1 Pressure Gauge applian ce Logic Box
114---....... ..,1
a
a) Pressure Gauge
63 0 + 10 bar
o
b) Minimess-Pressure Gauge Connection
b
c) Minimess-High Pressu re Hose L 400 d) Hex. Head Screw
Driver
1985
Tool List for RT Engines (L.B.) Code No.
94534
94551
Description and application
Sketch
940-31
1 Spacing tube to hold the shut-down servomo tor in its service po sition when adjusting the regulating linkage (when no control air is available)
190
1 Spanner for backing
union of the guide bush of the fuel injection pumps X X X X
94552
= 610 = 610 = 625 = 625
mm mm mm mm
(RT58)
(RT68)
(RT76)
(RT84)
1 Device for measuring the plunger stroke of the fuel injection pumps incl. 2 bolts
94554
2 Devices for measuring
the stroke of the fuel
injection pump suction and spill valves
\
:
l----330~
incl. 2 bolts each
5.85
Tool List for HT Engines (L.B.) Code No.
Description and application
940-32
94555
3 Special spanners for setting the fuel lnJec tion pump suction and spill valves
94556
1 Special ring spanner for
Sketch
fuel injection pump re lief valve L = 250 HT 76 a. 84
L = 350 RT 58 a. 68
94557
2 Special spanners for setting the fuel injec
tion pump suction and
spill valves
94558
3 Spacers for laying unde
1------ L
,
the push rode of the fuel injection pump suc tion valves (fuel charg reduction)
94559
94560
1 Torque wrench with hex. socket and extension fo tightening the bolts of the fuel injection pump valve covers
RI 'R =_.L....- - - 8
~lEo=====::r)I!iN:IOWl~s:Jee.fiiI'lJ]J
1 Blocking device for ec
centric shaft (1 off each per pump block, fo fitting and transport)
x
490 mm (RT58) 520 mm (RT68) 540 mm (RT76)
X= X= X = 580 mm (RT84)
x
11.84
Tool List for RT Engines (L.B.) Code No.
Description and application
940-33
94561
1 Withdrawing device for seats of fuel injection pump spill valves (for 7 mm bore)
94564
1 Withdrawing device for suction and delivery valve seats of fuel in jection pump (for 8 mm bore)
94565
1 Centering ring for lap ping cylinder tToor"'No.
Sketch
94567)
94566
1 Lapping cylinder for
108
sealing faces on fuel injection pump body (for valve covers)
94567
1 Lapping cylinder for
sealing faces of fuel injection pump valve covers
... 80
94571
1 Wrench for backing
union of fuel injec tion pump valves
94572
1 Adjusting device for the static pressure regulating valves
5.84
List of Tools for RT -Engines(L.B.) Code No.
94645
Description and application
940-34
Sketch
1 Plug spanner for dis-
mantling and assembling the valve groups in the scavenge air receiver
Cl Lr>
= = Lr> c.o
o-
0-
n:- c:::
.. ..
en
<.C
<.C C"'0~
Lr>
...,.. ...,.. ...,.. L...-,,--J
94652
~
<-
2 Cenring studs for removing and fitting the flange motor on the auxiliary blower
0
'+-
225
c.o ::e
------" ----Cl C'I
320
::e ~ = c.o ...,.. c.o r- = 0- 0- 0e::: e::: e:::
In Case of a Turbocharger breakdown
=
~
~
~
~
r-
<0
...,..
". -. <0
Engine with: 2 Turbocharger/4 Turbocharger
'+-
94653
VTR 454 +l 'M 1 Cover 3 Covers :l To the gas inlet housing '0s::
94654
VTR 564 1 Cover 3 Covers To the gas transition
0 0
(IJ
~
ell +l
s::
'M
94655
VTR 714 1 Cover 3 Covers To the air transition on the diffusor
+l :l 0 ..0 +l 'M :it
VTR 454 94654a
94654a
1 Cover 3 Covers To the air outlet housing VTR 564 1 Cover 3 Covers To the air outlet housing
"400 .. 550 for YTR -454 505 .. 630 fo r YTR 564 640 .. 735 forYTR 714
+l 'M :l '0
c 0 0
(IJ
~
ell +l
s::
'M
.c
95654a
VTR 714 Cover -------To the air outlet housing
+l 'M :it
'--'
10.84
List of Tools for RT76 Engines Code No.
Description 81d application
94661
Shifting device for re moving and fitting a cooler stack of a sca venge air cooler, con sisting of:
94662
1 Roller plate with 4 screws M 20
94663
1 Plate with 3 screws M20 for
Sketch
940-36
230
Cooler Type:
GEA-K 202/27/10/2 or SERCK-K lOA
94663a
1 Plate with ~ screws M20 for Cooler Type:
GEA-K 275/32/10/2 or SERCK-K lOA
94664
1 Support with roller with 4 screws M24
94667
1 Eye screw M30
1l.8~
(for engines with P.T.O.) TOOL LIST FOR RT ENGINES Code No.
94701
L. B.
Description and ap lication
940-37
2 Spurwheel crane trolley (lifting capacity = 5 t) for assembly and dismant ling work on the P.T.O.
Sketch
f-4-----ca. 650
1984
(For Engines equipped with Balancer) List of Tools for RT-Engines (L.B.) Code NO.
94704
Description and application
940-38
Sketch
Rivet puller with spanner 'a' and round bar 'b' to the roller chains b
/
94705
Assembling tool for the chain lock link on the roller chains
94706
1 Pre-tensioning jack for the screw fasten ing of the balancer housing 1st order to the end column L = 140 mm RT 68 a. 76
L = 160 mm RT 84
L "----'
94707
2 Locking bolts (only for balancer 1st and 2nd order X X X
94708
281 mm (RT68)
311 mm (RT76)
= 321 mm (RT84)
=: =:
2 Rails with 4 screws each (Only for balan cer 1st and 2nd order)
X X X
= 1060 mm(RT68)
=:
1260 mm(RT76)
1450 mm(RT84)
11.84
(',;Ji th Efficiency-Booster)
Code No.
Tool Description and a lication
94751
Mounting device for the
hydraulic coupling
for RT Engines (L.B.) Sketch 940-38a
X = 580 mm
94752
Withdrawing device for the
hydraulic coupling
X = 0 510 mm
a = Allen screw M 30
94753
Monting device for flexi
ble packet coupling
X = 380 mm
94754
Withdrawing device for
flexible packet coupling
X = X = X =
0 210 mm for 650 TC 0 240 mm for 750 TC 0 275 mm for 866 TC
a = Allen screw M24
4.87
(With Efficiency-Booster)
Code No.
94755
Toc1 List for RT Engines (L.fr.) escription and Sketch 940-38b pplication
Rest for hydraulic coup ling during a break-down of the power turbine
x = 740
94756
Blind flange to exhaust pipe X
94757
mm
= 340
mm
Blind flange for oil out let pipe X
94759
= 595
Blind flange to exhaust pipe X
94758
mm
Vi,/, 1.~ .J
= 140
mm
Blind flange for oil out let pipe X = 210 mm
94760
Blind flange for' sealing air pipe X
= 44
mm
1986
Tool List for RT Engines (L.B.) Code No. 94831
Description and application
940-39
Sketch
1 Blank flange for blank ing off the starting air
pipe when running in da maged condition
X X X X
= 165 = 185 = 200 = 200
mm mm mm mm
(RT58)
(RT68)
(RT76)
(RT84)
94832
2 'SERTO' cap nuts and 2 'SERTO' closing-off
plugs for blanking off
the starting valve con
trol air pipes when
running in damaged con
dition
94833
1 Suspension device for
the hydraulic pipe with
two pertaining screws
.for RT 58 and 68 not es sential
X = 2247 mm (RT76)
X = 2436 mm (RT84)
94834
1 Device for recondition~
ing the sealing faces on
hydraulic pipes to the
exhaust valve drive.
94871
1 Filling device for air
vessel of fuel return
pipine
X = 400 mm
2.86
List of Tools for RT68/76 Engines Code No.
94931
Description and 940-40 a lication Jacks and Pumps for Fitt ing and Removing 1 Pump Working pressure 700 bar Make Type ENERPAC HOLMATRA OTC RARIPRESS
P462 TW 7000 Y 29-A-2-C BP-1404-2-10
94931a
1 Pump SKF 226400
94932
3 Pressure gauges ¢ 100 Working pressure 0-1000 bar, connection G 1/2"
94933
2 Connecters
94934
1 Oil branch piece
94934a
1 Branch piece
94935
5 HP Hoses length abt. 1800 mm
94935a
2 HP hoses length abt. 600 mm
94936
2 Hydraulic jacks 500 kN (50 t) ENERPAC RC-506 HOLMATRA Z-51F 150 SU OTC YS-120-A RARIPRESS BS-506-RM
94937
1 Hydraulic jack 100 kN (10 t) ENERPAC CRC-I06 OTC CI06C RARIPRESS BS-I06-RM
94937a
1 Hydraulic jack 100 kN (10 t) (with blocking valve)
94938
1 Hydraulic jack 45 kN (4.5 t) ENERPAC CRC- 55 OTC C55C
94939
1 Blocking valve (on the jack 94937a)
94939a
94950
Sketch
1 Blocking valve V66 ENERPAC V-38-L OTC RARIPRESS 705-1M with RP3-44 1 Hydr.jack 900 kN (90 t CRL-I002 ENERPAC RSL-I002 OTC
9~937
9~936
9~931a
94938
9~937a 9~939
5.84
Tool List for RT Engines (L.B.) Code No.
Description an application
94941
1 Air hydraulic pump Make
940-41
Type
ENERPAC BPA - 321 (old) BPA -20280 (new)
y - 26 - LD
OTC RARIPRESS RP - 703 - AG
(goes with hydro ten sioning device 94215)
94942
Sketch
94941
1 Air hydraulic high pres sure pump HASKEL
HF - B300
1983
• (For Engines equipped with SIPWA) List of Reco~mended Special Tools for RT-Engines (L.B.) Code No.
94242
Description and application
Sketch
940-48
1 Fitting template
180
94243
1 Sprit level
94244
1 Cylindrical dowel pin
60
11.84
Tool List for
Reco~mended
Code No.
Description and application
94231
1 Device for fitting the
Tools for RT Engines (L.B.)
940-49
Sketch
oil scraper ring spring
(RT58)
(RT68)
(RT76)
(RT84)
x = 264 mm x = 304 mm x = 334 mm X = 364 mm
94264
1 Pneumatic impact wrench
with socket SW SW SW SW
105 130 130 245
(RT58 & RT84)
(RT68)
(RT76)
(RT84)
(compressed air hose
30m long. see tool
No.94215, item 'd')
x
= 800
mm
94280
1 Tool kit (complete) for
fuel injector nozzle
maintenance, compr~sing:
94280a
1 Wooden case
94281
1 Lapping disc
94282
1 Cooper grinding pin 15 x 70
94283
1 Checking disc
94284
1 Wire brush
0 46
x 36
o
0 54
"I
~
94282
8
94283
94285
1 Case with drills for cleaning of the spray holes
94286
1 Plug gauge for checking
the spray holes
94287
1 Tin of lapping powder
94288
1 Surface plate
200 x 300 x 40
6 Dowel pins
0 10 x 28
94287
12.87
Tool list for Recommended Special Tools for RT Engines (L.B.) Code No.
Description and application
940-50
94291
1 Valve grinding machine compl.
94299
1 Grinding device for grinding off any wear ridge on the running surface of the cyl. liner X X X X
94300
= = =
approx. 233 257 " 274 " 293 "
mm mm mm mm
Sketch
1870----~~
(RT58 (RT68 (RT76 (RT84
1 Tool cupboard ~
.. '. .
~
.'.
~
.
'
~ ~ 0 ~ ~
.,
~
~
~
~
0.: .•:::.;
5.84
Recommended special Tools for RT76 Engines Code No.
94316
Description and application
I
9,*0-51
I
Sketch
2 Draw bolts for each crosshead bearing 2 Draw bolts for each crank pin bearing with two each washers and nuts (The tool is useful for the storage and transportation of con necting rod bearings)
94336
I
/
1 Console for resting working piston
I----
640
1984
List of Tools Supplied on Loan Basis for RT Engines (L.B.) Sketch
.-
94174
4 off Thread protectors for the upper thread of the tie rods during fitting of the cylinder jacket X X X X
94177
= = = =
140 165 185 205
mm mm mm mm
M30 (RTS8) j·\36 (RT68) M36 (RT76) 1148 (RT84)
= = = =
150 180 205 220
mm mm mm mm
~~
I
4"'~' _--1' ", ~ ~~' ,~-=-~ *-1
(RT58) (RT68) (RT76) (RT84)
Jl
-
1 Thread protection for the lower thread of the tie rods X X X X
.I
'><
I
(RT58) (RT68) (RT76) (RT84)
~
~
;
><
~
X
I'""!" ~
"'-'
94185
1 Leaf spring for screw ing on the lower tie
rod nut
X X X X
= 720 = 815 = 760 =1025
mm mm mm mm
(RT58) (RT68) (RT76) (RT84)
,
,
-j L:
"
X
8.84
